Aerodynamic Characteristics of Open Wire of Superconducting Maglev Train and Its Influence on Levitation State

ZHAO Chunfa; LI Yuhan; PENG Yeye; YANG Jing; NING Xiaofang; FENG Yang

doi:10.3969/j.issn.0258-2724.20240470

Journal of Southwest Jiaotong University > 2025 > 60(4): 793-802.

WANG Biao, QIN Yong, JIA Limin, CHENG Xiaoqing, ZENG Chunping, GAO Yifan. Monitoring Data-Driven Prediction of Remaining Useful Life of Axle-Box Bearings for Urban Rail Transit Trains[J]. Journal of Southwest Jiaotong University, 2024, 59(1): 229-238. doi: 10.3969/j.issn.0258-2724.20220230

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ZHAO Chunfa, LI Yuhan, PENG Yeye, YANG Jing, NING Xiaofang, FENG Yang. Aerodynamic Characteristics of Open Wire of Superconducting Maglev Train and Its Influence on Levitation State[J]. Journal of Southwest Jiaotong University, 2025, 60(4): 793-802. doi: 10.3969/j.issn.0258-2724.20240470

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Aerodynamic Characteristics of Open Wire of Superconducting Maglev Train and Its Influence on Levitation State

doi: 10.3969/j.issn.0258-2724.20240470

1.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 611756, China
2.
CRRC Changchun Railway Vehicles Co., Ltd., Changchun 130062, China

Received Date: 18 Sep 2024
Rev Recd Date: 27 Nov 2024

Available Online: 21 Feb 2025

Publish Date: 05 Dec 2024

Abstract

Abstract

The design speed of the superconducting maglev train reaches 600 km/h, causing intensified flow around the vehicle body and a sharp rise in aerodynamic loads. To study the train’s levitation state under aerodynamic loads, the finite element method was used, and the SST k-ω turbulence model was adopted to calculate the aerodynamic characteristics of a certain type of maglev train under open wire conditions. Additionally, based on these aerodynamic characteristics, a method for extracting aerodynamic loads and loading them in parts was proposed, which could more accurately reflect the dynamic responses under aerodynamic loads. The aerodynamic characteristics of the maglev train indicate that the U-shaped track significantly restricts flow near the vehicle body, making the tail vortex dissipate over a considerable distance within the U-shaped rail. Variations in transverse clearance between the maglev suspension frames and the track lead to the formation of negative pressure beneath the suspension frames. By taking a speed of 600 km/h as an example, the overall extraction of the head train and the middle train generates lift force, while the tail train experiences downforce. Additionally, the lift force is extracted from the individual components of all three vehicle bodies, and the vehicle bodies with lift force values in descending order are as follows: head train, tail train, and middle train. The suspension frames experience downforce, with the pressure amplitude of the first and fourth suspension frames being greater than that of the second and third suspension frames. Although the aerodynamic load force remains consistent across the two extraction methods, the aerodynamic lift amplitude of the vehicle body extracted through partial components is approximately five times greater than that of the whole extraction method. The results of vehicle dynamics under aerodynamic load reveal that the impact of aerodynamic load on suspension frame displacement is minimal, with the maximum height variation being less than 7 mm and showing little difference between the various loading methods. The primary distinction between the two loading modes in terms of dynamics is observed in the variation of the air spring force, where the maximum air spring force in the partial component loading mode is 2.86 times greater than that in the whole loading mode.
- maglev train,
- computational fluid dynamics (CFD),
- aerodynamic load,
- dynamics characteristic

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References

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