高速铁路的迅速发展对其运行安全性提出了技术上的巨大挑战。而电气化铁路系统的安全性在很大程度上依赖于受电弓与接触网之间的良好接触状态。对于接触网系统来说，评判弓网间接触状态的标准主要为弓网接触力。因此研究影响弓网接触力的关键因素是弓网关系的重要课题。一方面，受电弓外形十分复杂，受空气动力学作用导致其尾流场结构形式复杂，在高速运行时其气动特性的非定常性质十分明显；受电弓在流体力和弓网相互作用力共同作用下产生复杂的机械振动，反过来又会影响弓网间接触；另一方面，接触网受到受电弓对其的外界激励会产生复杂的波动传递与反射现象，也会使得弓网受流恶化。

本论文主要从受电弓的气动特性和接触网的波动特性对弓网相互作用的影响两方面展开研究。以抽象受电弓类结构（柱群结构）为研究对象，对处在弓网环境下的雷诺数条件下，通过IDDES方法研究其流场结构特性，分析不同结构形式和来流角度对柱群气动力系数等的影响。构建包含车-弓-网的双向流固耦合模型，揭示受电弓的气动表现对弓网相互作用的影响，推导弓网系统阻抗，探讨其对于弓网接触力的影响机理。针对横风对接触网引发的振动行为，采用经验风功谱建立随机风场，研究不同风速和湍流强度对于弓网接触力的影响。对于接触网的波动传播现象，建立了接触网波动模型，推导出透射系数、反射系数表达式和相关无量纲参数。针对实现弓网关系快速预测的目的，提出基于元启发式优化结合高斯过程回归对弓网受流进行预测的方案。本文的主要工作内容如下：

第一，为了探讨受电弓气动特性对弓网受流的影响，采用CFD和FEM联合仿真方法构建了车-弓和弓-网的双向流固耦合模型，引入变形网格和重叠网格技术，实现同时考虑受电弓伴随列车在大地坐标系下的移动以及弓头在流体力和弓网接触力下的振动。通过与欧标和既有文献验证弓网FEM动态求解的准确性、与经典平板强迫振动模拟实验对比验证了采用的流固耦合计算方法的有效性。

第二，为了深入研究弓的结构形式对流场的影响，基于IDDES方法，对抽象受电弓类结构（圆柱群结构）在超临界雷诺数下进行数值模拟。特别关注了柱群的流动分离、尾流再循环、漩涡结构、斯特罗哈尔数、流体力系数、压力分布等。发现柱群间的流动结构对L/D高度敏感。提出了根据L/D变化对流场流动形式进行分类：单钝体流动(L/D=1.1)，偏移流动(L/D=1.2-1.4)，反相流动(L/D=1.5-2)，同相流动(L/D=2-3.5)以及协同脱落流动(L/D>3.5)。分析了不同流动形式下柱群的流场特性的变化规律。同时考虑了不同入射角度对流动形式的影响。结果表明：当入射角度为30°时发生剪切层涡脱落再附着，柱群总阻力最低；入射角度为60°为弛振现象易发形式，工程中应注意规避。

第三，为了讨论接触网波动特性对弓网受流的影响，基于波动分析理论，构建了接触网的波动模型。推导出接触网吊弦、定位器处的波动反射系数和透射系数。提出与波动系数相关的关键无量纲量γ。反射系数与γ成反比、透射系数则相反。

第四，为了解决弓网系统受流质量快速预测问题，创新性地提出了嵌入混沌机制的、进行二进制变体改造的饥饿游戏搜索算法结合高斯过程回归的代理模型。将搜索算法应用于对输入集数据的变量进行特征选择，结果表明通过特征选择步骤有效提高了代理模型的预测准确度。同时，从特征选择角度分析得出，对弓网系统影响更显著的参数为接触线张力、受电弓抬升力以及接触网波速利用率。使用构建的代理模型对弓网接触力均值的误差低至1.45%。

第五，使用考虑流固耦合的车-弓-网模型，探讨了受电弓不同运行工况和车速对受电弓气动抬升力和弓网相互作用的影响。对比单向耦合和双向耦合方法对于弓网相互作用模拟的影响。采用经验风功谱建立接触网随机风场，基于流体诱导振动理论推导作用在接触网上的气动载荷，以探讨不同横风风速和湍流强度对于弓网受流质量的影响。提出引入弓网系统阻抗概念来解释受电弓气动激励对弓网相互作用的影响机理。

The swift advancement of high-speed railway infrastructure has presented substantial technical challenges pertaining to its operational safety. The safety of electrified railway systems hinges significantly upon the effectiveness of the interaction between the pantograph and catenary. In assessing this interaction, a primary criterion is the pantograph-catenary contact force. Consequently, the investigation of key factors influencing the pantograph-catenary contact force represents a pivotal area of research.On one hand, the pantograph's intricate design, coupled with the complex wake field structure induced by aerodynamic effects, introduces pronounced unsteadiness in its aerodynamic characteristics during high-speed operation. The pantograph undergoes intricate mechanical vibrations resulting from the combined influence of fluid forces and pantograph-catenary interaction forces, which, in turn, exert an impact on the quality of the pantograph-catenary contact.On the other hand, the catenary experiences external excitations induced by the pantograph, leading to the generation of intricate mechanical vibrations. Moreover, the phenomena of wave transmission and reflection exacerbate the current flow within the pantograph network.

This paper mainly studies the influence of the aerodynamic characteristics of the pantograph and the wave characteristics of the catenary on the interaction between the pantograph and the catenary. Taking the abstract pantograph structure (column group structure) as the research object, under the Reynolds number condition of the pantograph-catenary environment, its flow field structure characteristics are studied through the IDDES method, and the aerodynamic force of the columns group caused by different structural forms and incoming flow angles is analyzed. coefficients, etc. A two-way fluid-solid coupling model including the vehicle-pantograph-catenary is constructed to reveal the impact of the pantograph's aerodynamic performance on the pantograph-catenary interaction, derive the system impedance, and explore its influence mechanism on the contact force. In view of the vibration behavior of the catenary caused by cross wind, the empirical wind power spectrum was used to establish a random wind field and study the effects of different wind speeds and turbulence intensities on the contact force. Regarding the wave propagation phenomenon of the catenary, a catenary wave model was established, and the expression of the transmission coefficient, reflection coefficient and key dimensionless parameters were derived. In order to achieve rapid prediction of the pantograph-catenary relationship, a scheme based on metaheuristic optimization combined with Gaussian process regression to predict the pantograph-net current is proposed. The main contents of this article are as follows:

First, the CFD and FEM co-simulation method is used to establish the two-way fluid-solid coupling model of the vehicle-pantograph and pantograph-catenary systems. Deformed grid and overset mesh technology are introduced to simultaneously consider the movement of the pantograph accompanying the train in the global coordinate system and the vibration of the panhead under the fluid force and pantograph-catenary contact force. The accuracy of the FEM dynamic solution of the pantograph and catenary is verified with European standards and existing literatures, and the effectiveness of the fluid-structure coupling calculation method was verified by comparison with the classic plate forced vibration simulations.

Second, based on the IDDES method, the abstract pantograph-like structure (cylinders group structure) is numerically simulated at supercritical Reynolds number. Special attention is paid to the flow separation, wake recirculation, vortex structure, Strohaul number, hydrodynamic coefficient, and pressure distributions, etc. of the columns group. The flow structure between columns is highly sensitive to L/D. When the incident angle is 0°, changes in L/D will lead to: single bluff body flow (L/D=1.1), deflected flow (L/D=1.2-1.4), anti-phase flow (L/D=1.5-2), in-phase flow (L/D=2-3.5) and co-shedding shedding flow (L/D>3.5). The changes in flow field characteristics of the columns group under different flow patterns are analyzed. At the same time, the influence of different incident angles on the flow pattern is considered. The results show that when the incident angle is 30°, shear layer vortex shedding and reattachment occurs, and the total resistance of the columns is the lowest; when the incident angle is 60°, the galloping phenomena are prone to occur and should be avoided in engineering.

Third, based on the wave analysis theory, the wave model of the catenary is constructed. The wave reflection coefficient and transmission coefficient at the catenary droppers and register arms are derived. The key dimensionless quantity γ related to the wave coefficient is extracted. The reflection coefficient is inversely proportional to γ and the transmission coefficient is opposite.

Fourth, for the problem of rapid prediction of the current quality of the pantograph-catenary system, a surrogate model based on the Hunger Games Search algorithm optimized by embedded chaos mechanism and modified by binary variant combined with Gaussian process regression is proposed. The search algorithm is applied to feature selection of variables in the input set datas, and the results indicate that the prediction accuracy of the surrogate model is effectively improved by feature selection. At the same time, from the perspective of feature selection, it is concluded that the parameters that have a more significant impact on the pantograph and catenary system are contact line tension, pantograph lifting force, and catenary wave speed utilization.

Fifth, the vehicle-pantograph-catenary model of fluid-structure coupling is used to explore the impact of different operating conditions and vehicle speeds on the aerodynamic lifting force of the pantograph and the interaction between the pantograph and catenary. Compare the effects of one-way coupling and two-way coupling methods on simulation results. The empirical wind power spectrum is used to establish the random wind field of the catenary, and the aerodynamic load acting on the catenary is derived based on the fluid-induced vibration theory to explore the effects of different cross wind speeds and turbulence intensities on the flow quality of the catenary. The impedance expression of the pantograph and catenary system is derived, and the influence mechanism of pantograph aerodynamic excitation on pantograph and catenary interaction is studied.