气动翼对高速磁悬浮列车升力特性的影响

戴志远; 李田; 张卫华; 张继业

doi:10.3969/j.issn.0258-2724.20210855

气动翼对高速磁悬浮列车升力特性的影响

doi: 10.3969/j.issn.0258-2724.20210855

西南交通大学牵引动力国家重点实验室，四川成都 610031

基金项目: 国家重点研发计划（2020YFA0710902）；国家自然科学基金（12172308）

详细信息

作者简介:
戴志远（1996—），男，博士研究生，研究方向为列车空气动力学，E-mail： daizhiyuan18@my.swjtu.edu.cn

通讯作者:
李田（1984—），男，副研究员，研究方向为列车空气动力学，E-mail： litian2008@home.swjtu.edu.cn

中图分类号: U271
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出版历程
- 收稿日期: 2021-11-02
- 修回日期: 2021-12-28
- 刊出日期: 2022-01-14

Effect of Aerodynamic Wings on Lift Force Characteristics of High-Speed Maglev Train

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China

摘要

摘要:
磁悬浮列车高速运行时受到较大气动升力作用，尤其是尾车向上的气动升力较大，易使悬浮性能恶化，甚至导致悬浮控制系统失效，影响列车的乘坐舒适性及运行安全性，因此亟待开展高速磁悬浮列车的尾车升力特性研究及改善工作. 对开展过风洞试验的高速磁悬浮列车进行数值模拟计算，得到的列车表面压力系数与风洞实验数据吻合较好，并加装气动翼改善高速磁悬浮尾车气动升力，研究了气动翼角度、数量对尾车气动性能的影响. 研究结果表明：仅安装一个气动翼时，其自身的气动升力随角度的增加而减小，但尾车气动升力则呈现先减小后增大的规律，气动翼角度为12.5° 时尾车升力最小，与原始磁悬浮列车相比气动升力系数减小3.9%，气动翼及尾车气动阻力略有增加；以气动翼与车体切线角度保持不变为基准在尾车安装多个12.5° 气动翼，不同位置气动翼的气动阻力基本相同，气动翼数量增加后尾车气动阻力随之增大；不同位置气动翼的气动升力存在差异，向鼻尖方向气动翼的气动升力递减，尾车气动升力随气动翼数量增加先减小后趋于稳定；各方案中安装2个气动翼的磁悬浮列车气动性能相对更优，与原始磁悬浮列车相比尾车气动升力减小4.6%，整车阻力仅增加1.4%.
- 高速磁悬浮列车 /
- 气动翼 /
- 气动升力 /
- 数值模拟
Abstract:
Maglev trains are subjected to great aerodynamic lift force when running at high speeds, especially the tail car, which may deteriorate the suspension performance and even cause the suspension control system to fail. All these will affect the ride comfort and operation safety of high-speed maglev trains. Therefore, it is urgent to study and improve the lift force characteristics of the tail car of high-speed maglev trains. To this end, a numerical simulation of the high-speed maglev train is carried out in comparison with a wind tunnel test, and the surface pressure coefficient of the train obtained through numerical simulation is in good agreement with the wind tunnel test results. Then, aerodynamic wings (aero-wings) are installed to improve the aerodynamic lift force performance of the tail car, and the influence of the angle and number of the aero-wings on the aerodynamic characteristics of the tail car is studied. The results show that the aerodynamic lift force of the wing decreases with the increase of angle when only one is installed, but the aerodynamic lift force of the tail car decreases first and then increases. Moreover, the lift force of the tail car is the smallest when the aero-wing angle is 12.5°. Compared with the original maglev train, the aerodynamic lift force coefficient of the winged train is reduced by 3.9%, while the resistance of the aero-wing and the tail car is slightly increased. On the basis that the tangent angle between the aero-wing and the car body remains unchanged, multiple 12.5° aero-wings are installed on the tail car. The aerodynamic resistance of the aero-wings at different positions is basically the same, and the aerodynamic resistance of the tail car increase as the number of aero-wings increases. However, the aerodynamic lift force of the aero-wing at different positions is different, which decreases toward the tip of the nose. The aerodynamic lift force of the tail car first decreases with the increase of the aero-wing number and then stabilizes. Finally, the aerodynamic performance of the maglev train with two aero-wings is found relatively better. Compared with the original maglev train, the aerodynamic lift force of the tail car is reduced by 4.6%, and the resistance of the whole vehicle is only increased by 1.4%.
- high-speed maglev train /
- aerodynamic wing /
- aerodynamic lift force /
- numerical simulation

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图 1 数值计算模型

Figure 1. Numerical simulation models

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图 2 y = 0截面压力系数分布

Figure 2. Pressure coefficient distribution at plane y = 0

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图 3 列车周围网格及边界层网格

Figure 3. Cells around the maglev trian and boundary layer

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图 4 气动翼模型及位置

Figure 4. Model and location of the aerodynamic wing

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图 5 尾车表面压力系数及气动翼周围流场压力系数分布

Figure 5. Pressure coefficient distribution of the tail car and the pressure distribution around aerodynamic wings

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图 6 气动翼及尾车y = 0截面压力系数分布

Figure 6. Pressure coefficient distribution of tail car and aerodynamic wings at plane y = 0

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图 7 气动翼位置及编号

Figure 7. Positions and numbering of aerodynamic wings

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图 8 气动翼附近流场压力系数分布

Figure 8. Pressure coefficient distribution of flow field near the aerodynamic wings

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图 9 气动翼及尾车y = 0截面压力系数分布

Figure 9. Pressure coefficient distribution of tail car and aerodynamic wings at plane y = 0

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表 1 列车及气动翼的气动力系数

Table 1. Aerodynamic force coefficient of the maglev trian and aerodynamic wings

气动翼角度/（°）	C_dH	C_dM	C_dT	C_dW	C_dTT	C_lH	C_lM	C_lT	C_lW	C_lTT
未安装	0.082	0.051	0.071		0.071	0.232	0.116	0.569		0.569
5.0	0.082	0.051	0.071	0.001	0.072	0.232	0.116	0.560	0.013	0.573
10.0	0.082	0.051	0.071	0.001	0.072	0.232	0.116	0.559	0.010	0.569
12.5	0.082	0.051	0.071	0.002	0.073	0.232	0.116	0.539	0.008	0.547
15.0	0.082	0.051	0.071	0.002	0.073	0.232	0.116	0.561	0.005	0.566
17.5	0.082	0.051	0.071	0.003	0.074	0.232	0.116	0.567	0.003	0.570

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表 2 尾车及气动翼的气动力系数

Table 2. Aerodynamic force coefficients of the tail car and aerodynamic wings

名称	C_d-T	C_d-W1	C_d-W2	C_d-W3	C_d-TT	C_l-T	C_l-W1	C_l-W2	C_l-W3	C_l-TT
未安装	0.071				0.071	0.569				0.569
T1	0.071	0.002			0.073	0.559	0.008			0.547
T2	0.070	0.002	0.002		0.074	0.528	0.008	0.007		0.543
T3	0.069	0.002	0.002	0.002	0.075	0.521	0.008	0.007	0.006	0.543

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