In order to improve the running quality of trains on a ballastless track, the influence of the CRTS I ballastless track with different structures (flat-type and frame-type tracks) is investigated with respect to the aerodynamic characteristics of high-speed trains. In the present paper, the aerodynamic force changes on the head, middle, tail, and whole car of the high-speed train were studied under two conditions, with crosswind and without crosswind, and the influence of different crosswind speeds (10, 15, 20, 25, 30 m/s) on the aerodynamic force of the train was analyzed. The pressure and flow field distribution characteristics were also studied, and the reasons for the different aerodynamic characteristics of different track structures and trains running in different wind environments were analyzed, respectively. The results indicate that the ballastless track structure obviously influences the aerodynamic characteristics of the high-speed train. When there is no natural wind, compared with the flat track, the frame track reduces the drag and lateral forces of the train but increases the lift force. The frame track causes the drag force of the whole vehicle to decrease slightly (the maximum ratio is 2.15%), the lift force increases significantly (the maximum ratio is 12.55%), and the lateral force obviously decreases (the maximum ratio is 52.43%). The lift and lateral forces of the middle car are most affected, which is because the frame structure changes the vortex motion state of the middle car. Compared with the flat track, the drag force of each car on the frame track is reduced under the crosswind; the lift force of each car is increased, and the maximum increase in the lift force of the head, middle, and tail cars is 5.60%, 2.55%, and 3.63%, respectively; the lateral force of the tail car increases greatly at a wind speed of 15 m/s, reaching 6.84%. Due to the existence of the frame structure, the space under the vehicle increases, resulting in a decrease in the airflow rate and an increase in local pressure, which leads to changes in the train’s aerodynamic force. Meanwhile, the train’s aerodynamic change under the crosswind is smaller than that when there is no wind.

为提高列车在无砟轨道上的运行质量，研究了不同结构（平板式和框架式轨道）的CRTSⅠ型无砟轨道对高速列车气动特性的影响。本文研究了有侧风和无侧风两种工况下高速列车头、中、尾和整车的气动力变化，以及不同侧风速度的影响（10, 15, 20, 25, 30 m/s) 对列车的气动力进行了分析。还研究了压力和流场分布特性，分别分析了不同轨道结构和列车在不同风环境下运行时气动特性不同的原因。结果表明，无砟轨道结构明显影响高速列车的气动特性。在没有自然风的情况下，与平面轨道相比，框架轨道减少了列车的阻力和侧向力，但增加了升力。车架履带使整车阻力小幅下降（最大比例为2.15%），升力明显增加（最大比例为12.55%），横向力明显下降（最大比例为52.43%） ）。中间车的升力和侧向力受到的影响最大，这是因为车架结构改变了中间车的涡流运动状态。与平轨相比，在侧风作用下，车架轨道上各车的阻力减小；每节车厢的升力增加，头、中、尾车升力最大增幅分别为5.60%、2.55%、3.63%；尾车侧向力在风速15m/s时大幅度增加，达到6.84%。由于车架结构的存在，车辆下方空间增大，导致气流速度降低，局部压力升高，从而导致列车气动力发生变化。同时，侧风下列车的气动变化比无风时要小。导致气流速率降低和局部压力增加，从而导致列车气动力发生变化。同时，侧风下列车的气动变化比无风时要小。导致气流速率降低和局部压力增加，从而导致列车气动力发生变化。同时，侧风下列车的气动变化比无风时要小。