Aerodynamic forces and admittances of high-speed maglev train-bridge system based on wind tunnel test

Bin Wang , Lingfeng Ma , Gang Deng , Weixu Wang , Huoyue Xiang , Helu Yu4 , Yongle Li

Abstract

High-speed maglev trains have no direct contact with the track and rely on the modulation of the electromagnetic force to maintain their posture, which poses significant challenges to safety and comfort in crosswinds compared with the conventional wheel-rail trains. Regarding a high-speed maglev train on a common simply supported girder bridge, the aerodynamic forces of the high-speed maglev train and the bridge girder under different yaw angles are measured in the wind tunnel, with 1:20 scaled models and force balances. The aerodynamic admittances of the high-speed maglev train and the bridge girder are also tested and identified. Effects of the location of the maglev train, the suspension gap and the shape of the head car on the aerodynamic forces are explored. The results show that the aerodynamic lift coefficient of the maglev train increases as the suspension gap increases, with an increment of 0.302 from 2mm gap to 12mm gap. The turbulence affects the trend of the lift coefficient of the maglev train as the yaw angle is larger than 60°. The drag coefficients of the bridge girder in turbulent flow are larger than those in uniform flow, about 142.3% at 90° yaw angle. It is found that the aerodynamic admittances of the bridge girder are larger at lower reduced frequencies at high yaw angles, while they are larger at higher reduced frequencies at lower yaw angles. The side force and lift admittance of the maglev train are approximately the same to a specific reduced frequency as the yaw angle is larger than 60°. The aerodynamic admittances of the maglev train and bridge girder at different yaw angles are influenced by the maglev train location.

Key Words

aerodynamic admittance; aerodynamic force; high-speed maglev train; train-bridge system; wind tunnel test

Address

Bin Wang — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China
Lingfeng Ma — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China
Gang Deng — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China
Weixu Wang — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China
Huoyue Xiang — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China Helu Yu:School of Civil Engineering, Chongqing Jiaotong University, 400074 Chongqing, China
Yongle Li — 1)Department of Bridge Engineering, Southwest Jiaotong University, 610031 Chengdu, China 2)Wind Engineering Key Laboratory of Sichuan Province, 610031 Chengdu, China 3)State Key Laboratory of Bridge Intelligent and Green Construction, 610031 Chengdu, China

PDF Viewer

Preview is limited to the first 3 pages. Sign in to access the full PDF.

← Back to Volume 41, No. 6