城际动车组气动阻力优化的风洞试验研究
Experimental study on the optimization of the aerodynamic drag of the intercity EMUs

采用风洞试验方法对城际动车组气动阻力优化进行研究,获得不同侧滑角下的城际列车明线及横风气动阻力,并分析头部外形、风挡结构、车底设备对动车组气动阻力的影响规律。研究结果表明:侧偏角在0°~10°范围内,随着侧滑角增加,头车阻力系数逐渐增大,中间车阻力系数先增大后减小;尾车阻力系数对于侧滑角最敏感,头车次之,中间车最小。无横风时,设置外风挡显著减小了头车及尾车阻力系数,但导致中间车阻力系数增加约16.7%,整车阻力系数仅减小4%左右。安装设备舱后,车体底部杂乱的气流变得平顺,无横风时整车气动阻力系数较减小22%,而横风环境下整车气动阻力系数降幅可达25%。
This paper studied the optimization on the aerodynamic drag of the intercity Multiple Electrical Units (EMUs) by wind tunnel tests. The aerodynamic drag characteristics of the intercity EMUs under different sideslip angles were obtained, and the influences of the head shape, windshield and equipment cabin on the aerodynamic drag characteristics of the intercity EMUs were analyzed. The results show that, while sideslip angle ranges from 0° to 10°, with the increase in sideslip angle, drag coefficient of head car increases gradually, and drag coefficient of middle car first increases and then decreases. The drag coefficient of tail car is the most sensitive to the sideslip angle, followed by head car and middle car sequentially. Without crosswind, drag coefficients of the head car and tail car were significantly reduced by the outside windshield, while the drag coefficient of the middle car increased by 16.7% and that of the whole train decreased by 4%. The equipment cabin improved the airflow at the bottom of the train, and the drag coefficients of the whole train with and without crosswind were decreased by 22% and 25%, respectively