A study of the influence of bogie cut outs' angles on the aerodynamic performance of a high-speed train

Zhang, Jie; Wang, Jiabin; Wang, Qianxuan; Xiong, Xiaohui; Gao, Guangjun

doi:10.1016/j.jweia.2018.01.041

Cited by 62 publications

(36 citation statements)

References 19 publications

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“…The detached-eddy simulation (DES), as a zonal approach firstly proposed by Spalart et al (1997), is the hybrid method that attracts the greatest interest in the research community and industry. It has been https://doi.org/10.1016/j.oceaneng.2018.07.023 Received 23 August 2017; Received in revised form 5 July 2018; Accepted 8 July 2018 proved to be successful in several different bluff and streamlined body flows (Forrest and Owen, 2010;Hemida and Krajnović, 2009;Guilmineau et al, 2011;Zhang et al, 2016Zhang et al, , 2018. The main characteristic of DES is that, the unsteady RANS (URANS) models are employed in the near-wall regions while the LES models are used in the regions away from the near-wall.…”

Section: Introductionmentioning

confidence: 99%

Comparison of PANS and LES of the flow past a generic ship

et al. 2018

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The prediction of flow past a generic ship has been performed using partially-averaged Navier-Stokes (PANS) turbulence model. The Reynolds number based on the width of the ship is × 8 10 4. A detailed comparison with resolved large-eddy simulation (LES) solution and available experimental data is made for a better understanding of the capability of PANS in predicting the turbulent flow in the wake. The results show that PANS produces similar trends to those predicted by LES. However, a coarse grid resolution will lead PANS to act as unsteady Reynolds-averaged Navier-Stokes (URANS). Although the geometry is symmetric for the incoming flow at a zero yaw angle, bi-stable behaviour is observed in the wake, contributing to an asymmetric flow distribution on the heli-deck.

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Section: Introductionmentioning

confidence: 99%

Comparison of PANS and LES of the flow past a generic ship

et al. 2018

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“…DES (detached eddy simulation) is a representative hybrid RANS-LES method that was originally proposed by Spalart et al (1997). With fast development in turbulence model, the DES is becoming a promising method in modelling separated flows at high Reynolds numbers, showing a good prediction in the external flow around ground transport vehicles (Favre and Efraimsson, 2011;Guilmineau et al, 2013;Flynn et al, 2014;Morden et al, 2015;Huang et al, 2016;Niu et al, 2017;Zhu et al, 2017;Zhang et al, 2016Zhang et al, , 2017Zhang et al, and 2018a.…”

Section: Methodsmentioning

confidence: 99%

“…Its pre-processing package SnappyHexMesh provides an efficient and fast method to build the mesh automatically and allows most of cells to locate in the regions close to the train body. Due to those advantages, this grid generation strategy has been widely used in simulating the external flow fields around trains (Flynn et al, 2014;Zhang et al, 2016Zhang et al, , 2017Zhang et al, and 2018aNiu et al, 2017;Morden et al, 2015). Before determined which grid is suitable for the simulations, a grid-independence test should be conducted in the beginning.…”

Section: Computational Detailsmentioning

confidence: 99%

“…They also showed the underneath configurations cause the change of flow structures underneath the train head and in the wake. Zhang et al (2018a) investigated 4 bogie cavity's angles on the aerodynamic drag force of the high-speed train. They further confirmed that the variations of bogie cavity's angles affect flow structures in the bogie regions and the near wake.…”

Section: Introductionmentioning

confidence: 99%

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Effect of Two Bogie Cavity Configurations on the Underbody Flow and Near Wake Structures of a High-Speed Train

Zhang

et al. 2019

JAFM

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A time-dependent simulation method, DES (detached eddy simulation), combined with Realizable k-ε turbulence model, has been adopted to study the underbody flow and near wake structures of a high-speed train with two bogie cavity configurations laid on the stationary ground. The numerical data, including timeaveraged aerodynamic drag forces and pressure coefficients, were compared with experimental results from previous wind tunnel tests. A detail comparison of the instantaneous flow structures, mean velocity vector contours, velocity and pressure profiles under the train bottom in the symmetry plane and velocity contours overlaid with streamlines in the wake has been conducted in the two configurations. Also the aerodynamic drag coefficients for the two cases are discussed herein. The two cases show that the bogie cavity configurations contribute to the differences of velocity and pressure distributions in each bogie region, as well as the complex vortex structures around the bogie regions. Compared to the inclined bogie cavity configuration, the train with straight plates experiences a lower drag force by 2.8% for a three-car model in the stationary ground. Thus, an effective simplification criterion for the train model will contribute to an accurate prediction of forces of trains in simulations.

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“…The aerodynamic performance of a high-speed train (HST) is closely related to its nose shape [1], such as wake flow, train surface pressure, and aerodynamic force. According to this characteristic, the aerodynamic performance of the train can be improved by optimizing the nose shape of the train, especially to reduce the aerodynamic drag force of the train, which will be beneficial to the increase of train speed and the reduction of energy consumption [2,3]. Therefore, the research on the influence of nose shape on train aerodynamic performance has attracted the attention of a large number of scholars.…”

Section: Introductionmentioning

confidence: 99%

Impact of Different Nose Lengths on Flow-Field Structure around a High-Speed Train

Guang

Zhou

et al. 2019

Applied Sciences

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In this study, the time-averaged and instantaneous slipstream velocity, time-averaged pressure, wake flows, and aerodynamic force of a high-speed train (HST) with different nose lengths are compared and analyzed using an improved delayed detached-eddy simulation (IDDES) method. Four train models were selected, with nose lengths of 4, 7, 9, and 12 m. To verify the accuracy of the numerical simulation results, they were compared with wind tunnel test results. The comparison results show that the selection of the numerical simulation method is reasonable. The research results show that with increasing nose length, the peak values of the time-averaged slipstream velocity of the trackside position (3 m from the center of track and 0.2 m from the top of rail) and the platform position (3 m from the center of track and 0.2 m from the top of rail) decrease continuously, and show a trend of rapid reduction at first, and then a slow decrease. As the nose length increased from 4 to 12 m, the time-averaged slipstream velocity at the trackside position and platform position are decreased by 57% and 19.5%, respectively. At a height of 1.6 m from the top of the rail, ΔCP max (maximum pressure coefficient), |ΔCP min| (the absolute value of minimum pressure coefficient), and ΔCP (pressure change coefficient) decrease with increasing nose length, which is similar to the peak value of time-averaged slipstream velocity, decreasing rapidly at first and then slowly. As the nose length increased from 4 to 12 m, decreases of ΔCP max, |ΔCP min|, and ΔCP by 26.5%, 58.5%, and 44.8% were shown, respectively. Different nose lengths also have a significant impact on wake flow.

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A study of the influence of bogie cut outs' angles on the aerodynamic performance of a high-speed train

Cited by 62 publications

References 19 publications

Comparison of PANS and LES of the flow past a generic ship

Comparison of PANS and LES of the flow past a generic ship

Effect of Two Bogie Cavity Configurations on the Underbody Flow and Near Wake Structures of a High-Speed Train

Impact of Different Nose Lengths on Flow-Field Structure around a High-Speed Train

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