【摘要】 我国幅员辽阔且风环境复杂多变，因此研究横风条件下采用风阻制动装置对高速列车气动性能的影响十分重要。为探究高速列车风阻制动装置在小侧滑角横风条件下的制动性能，采用基于SST k-ω模型的Reynolds-Averaged NavierStokes(RANS)方法，对小侧滑角工况下3车编组原始高速列车和风阻制动高速列车周围的空气流动特性和气动载荷特性进行对比分析，并通过风阻制动列车模型风洞试验验证了数值仿真方法的正确性与可靠性。研究结果表明：风阻制动板的开启显著改变了高速列车周围流场分布，诱发了强剪切分离气流，列车尾流低速区域扩大。并且增强了列车头车的正压分布特性和尾车的负压分布特性，风阻制动高速列车头车和尾车的气动阻力分别提升了约213.67%和514.09%，促使列车整体压差阻力明显增加，进而使整车气动阻力显著提升，与原始高速列车相比整车气动阻力提升了约248.69%，可见风阻制动装置的增阻效果显著。与此同时，在小侧滑角横风与制动板所诱导的分离气流的相互作用下，列车背风侧的流场结构变得更加复杂，表面附面层显著增厚，背风侧空气漩涡尺度也明显变大。相比于原始高速列车，风阻制动装置工作状态下的列车横向稳定性明显降低，3车编组列车的总体侧向力增大约48.54%，但总体气动升力的变化不大，仅降低约0.37%。更多还原

【Abstract】 Due to China’s vast territory and complex wind environments, understanding the impact of aerodynamic braking devices on the aerodynamic performance of high-speed trains under crosswind conditions is critically important. This study investigated the braking performance of high-speed trains equipped with aerodynamic braking devices under crosswind conditions at low yaw angles. The Reynolds-Averaged NavierStokes(RANS) method, coupled with the SST k-ω turbulence model, was employed to compare and analyze the airflow characteristics and corresponding aerodynamic loads around a three-car formation of both the original train and the modified train with braking devices. The reliability and accuracy of the numerical method were validated through comparisons with wind tunnel experiments conducted on the aerodynamic braking train model. The results are drawn as follows. The introduction of aerodynamic braking plates can markedly alter the flow field distribution around the high-speed train, inducing strong shear separation flows and expanding the lowspeed wake region. Additionally, the braking plates can enhance the positive pressure distribution over the head car and intensify the negative pressure distribution over the tail car. As a result, the aerodynamic drag of the head car and tail car can increase by approximately 213.67% and 514.09%, respectively, leading to a substantial rise in the overall differential pressure resistance. Consequently, it leads to a significant increase in the total aerodynamic drag. Compared to the original high-speed train, the total aerodynamic drag increases by approximately 248.69%, demonstrating a pronounced aerodynamic drag enhancement effect. Furthermore, under the combined effects of low yaw angle crosswinds and separation flows induced by the braking plates, the flow field structure on the leeward side of the train becomes increasingly complex, accompanied by a thickened boundary layer and significantly enlarged vortex structures. Compared to the original train, the lateral stability of the aerodynamic braking train is significantly reduced during braking device operation, as evidenced by a 48.54% increase in the overall lateral force of the three-car formation. Meanwhile, the change in the total aerodynamic lift remains minimal, decreasing by only about 0.37%.更多还原