目前中国的高速铁路正蓬勃发展，列车最高运营速度也不断被刷新，高速动车组为人民的出行提供了极大的便利也极大地促进了经济的发展。但是随着列车速度的增加，种种与速度相关的问题便随之发生。高速气流在受电弓上产生的气动力便是影响受电弓受流质量的一大不可忽视的因素，如何在保持列车高速行驶的同时确保受电弓稳定可靠地从接触网集流成为了研究空气动力学和气动控制的核心问题。本文结合空气动力学理论对受电弓导流板进行气动分析，在一般前缘厚、后缘尖的导流板横截面的基础上创新性地提出前后对称的新翼型，并与引入的涵道进行配合；利用CFD软件对涵道式翼型进行数值模拟，得出翼型在涵道中上下移动时所受升力随移动距离的变化关系，为后续加入气动补偿力进行主动控制的联合仿真提供理论上的数学关系式。要实现受电弓和接触网的动态耦合、仿真得出弓网接触的动态接触力需首先建立接触网、受电弓的简化模型：对于接触网的处理采用解析的方式将接触线的刚度变化情况转化为其随时间变化的函数关系式然后导入MATLAB/Simulink；受电弓的处理则利用Solidworks与SIMPACK的软件接口将在Solidworks环境中建立的受电弓三维实体模型导入到SIMPACK中，在SIMPACK环境中建立三维实体模型，定义模型中相关参数，包括受电弓各部件的重量、部件之间的铰接和约束、转动副的摩擦阻尼以及驱动力矩等。通过SIMPACK与MATLAB/Simulink的软件接口进行交互实现SIMAT联合仿真，系统的弓网接触力以及气动补偿力的加入与必要的控制在MATLAB/Simulink中进行。在不加入气动补偿力时分析既有弓网系统的特性，设定不同弓头弹簧刚度仿真得出各情况下的弓网接触力，并通过弓网接触受流指标对弓头弹簧刚度的选择进行优化分析，确定最佳弓头弹簧刚度。最后加入气动补偿力后分析弓网系统特性，分两种情况对弓网系统进行联合仿真：涵道固结于平衡臂和涵道固结于车体。基于第三章所述的翼型升力随其在涵道中移动距离的变化关系以及相关的空气动力学知识在两种情况下进行联合仿真得出相应的弓网接触力。最后将加入补偿力前后得出的弓网接触力作对比，为主动控制方案提出优化改进的思路。

China’s high speed rail is currently thriving, and the train’s speed is constantly raised. High-speed EMU has benefitted people’s touring to a great extent and boosted Chinese economy immensely. However, a variety of speed-related problems has ensued with the rise in train’s speed. The aerodynamic force acting upon the pantograph has surely become one of the inneglectable elements that affects its power-gathering quality. The issue as to how to ensure a stable and healthy power-gathering quality from the overhead wire while maintaining a high speed has become a core one in aerodynamics and aerodynamic control. This dissertation first conducted an aerodynamic analysis according to aerodynamic theory, proposed a new symmetrical airfoil based on the normal, typical model and then introduced duct to pair with the new airfoil. Then ran numerical simulation on the ducted airfoil model using CFD software pack, and acquired the numerical relationship between the lift and the vertical movement of the airfoil in relation to the duct which can further be used as a theoretical numerical equation in the following co-simulation in which aerodynamic compensation force is added as an active control force. To dynamically couple pantograph and catenary and acquire the dynamic contact force between the two via simulation, a simplified model of catenary and pantograph is first needed: the catenary’s variance in stiffness is converted to a time-varying stiffness formula which is then exported into MATLAB/Simulink; via the interface of Solidworks and SIMPACK, the Solidworks 3-D pantograph model is exported to the SIMPACK where a 3-D model is built. There the model’s relevant parameters is subsequently defined, including the weight of each part, joints and constraints, the frictional damping of each revolute pair and drive torque, etc. Then SIMAT co-simulation is run via the interface of SIMPACK and MATLAB/Simulink. The addition of pangtograph-catenary contact force and aerodynamic force and necessary control scheme is done in MATLAB/Simulink. Then the characteristics of pangtograph-catenary system without adding aerodynamic compensation force is analyzed, contact force under case scenarios of different stiffnesses of the panhead spring is acquired and through referring to indexes of pantograph-catenary contact quality, the best panhead spring stiffness is analyzed and finally determined. At last, the characteristics of pangtograph-catenary system with aerodynamic compensation force is analyzed via co-simulation of the system in two case scenarios: the duct being fixed onto the balance arm and that being fixed onto the carbody. And based on the formula of airfoil lift against its vertical displacement acquired in chapter 3 and relevant aerodynamic knowledge, the system’s contact force in each case scenario is obtained. Finally, the dissertation compares the system’s contact force with and without compensation force and put forward thoughts to refine and better the active control scheme.