Influence of high-speed pantograph installation forms on train aerodynamic performance

被引：0
|
作者：
Gao G. [1 ,2 ,3 ]
Xiang T. [1 ,2 ,3 ]
Ding Y. [1 ,2 ,3 ]
Xiang N. [1 ,2 ,3 ]
Xu A. [1 ,2 ,3 ]
Zhang J. [1 ,2 ,3 ]
机构：
[1] State Key Laboratory of Heavy-Duty and Express High-Power Electric Locomotive, Changsha
[2] Key Laboratory of Traffic Safety on Track, Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha
[3] National & Local Joint Engineering Research Center of Safety Technology for Rail Vehicle, Changsha
来源：
Zhongnan Daxue Xuebao (Ziran Kexue Ban)/Journal of Central South University (Science and Technology) | 2024年 / 55卷 / 03期
关键词：
aerodynamic layout; cross wind applicability; high speed pantograph; high speed train;
D O I：
10.11817/j.issn.1672-7207.2024.03.030
中图分类号：
学科分类号：
摘要：
As an integral component of high-speed trains, the structural characteristics of pantographs have a direct impact on the aerodynamic performance of high-speed trains. A numerical simulation method was adopted, based on the three-dimensional steady-state SST k-ω model, to analyze the effects of various installation forms of high-speed pantographs on the aerodynamic performance of high-speed train. Furthermore, the change in the aerodynamic drag of each vehicle section was analyzed and its adaptability in a cross-wind environment was explored. The results show that when the high-speed train is running in the open line, the different installation forms of high-speed pantographs have a small effect on the aerodynamic performance of the whole car, but the aerodynamic drag of the vehicle in which the pantograph is located varies considerably. Compared with the knuckle-upstream and front-lifted pantograph condition, the knuckle-downstream and front-lifted pantograph condition reduces the aerodynamic drag of the entire train by 2.10%. Notably, the aerodynamic drag of the sixth car is decreased by 6.06%. In cross-wind conditions, the cross-wind stability of the whole car is better when the pantograph is configured as knuckle-downstream and front-lifted. In contrast to the knuckle-downstream and front-lifted pantograph settings, the force and overturning moment of the whole car are reduced by 2.52% and 3.48%, respectively. Remarkably, the transverse force and overturning moment of the sixth car decrease by 11.31% and 18.50%, respectively. Therefore, the aerodynamic performance of the pantograph arrangement with or without crosswind on the open line is optimal for knuckle-downstream and front-lifted pantograph. Moreover, the elevated front pantograph contributes to refining the flow field arrangement in the zone behind the pantograph, ultimately accomplishing the objective of enhancing the aerodynamic performance of the entire vehicle. © 2024 Central South University of Technology. All rights reserved.
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页码：1188 / 1200
页数：12
相关论文
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