Comparison of different configurations of aerodynamic braking plate on the flow around a high-speed train

Niu, Jiqiang; Wang, Yueming; Wu, Dan; Liu, Feng

doi:10.1080/19942060.2020.1756414

Cited by 24 publications

(9 citation statements)

References 67 publications

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“…The viscous term is discretized by a second-order central difference scheme and a second order backward Euler scheme is adopted for time discretization [20]. The Shear Stress Transport (SST) [21] turbulence model is employed for its satisfactory simulative ability of typical flow phenomena including the low-speed turbulent boundary layer [22], transonic shock wave, and shock-boundary layer interaction and separation, which could occur in the low-aspect-ratio configuration. Free-flow conditions and no-slip boundary conditions are separately assigned to far-field surfaces and all solid surfaces [23].…”

Section: Numerical Methods and Boundary Conditionsmentioning

confidence: 99%

An Aerodynamic Design Method to Improve the High-Speed Performance of a Low-Aspect-Ratio Tailless Aircraft

2021

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This paper puts forward an aerodynamic design method to improve the high-speed aerodynamic performance of an aircraft with low-aspect-ratio tailless configuration. The method can ameliorate the longitudinal moment characteristics of the configuration by designing and collocating the key section airfoils with the constrains of fixed parameters of planform shape and capacity. Firstly, the effect of twisting the wing, fore-loading and aft-reflexing key section airfoils on the high-speed aerodynamic performance of the configuration is evaluated by high-fidelity numerical methods, and quantified by defining trimming efficiency factors. Then, a linear superposition formula is obtained by analyzing the effect rule of trimming efficiency factor, and based on the formula the design and collocation methods of key section airfoils are achieved. According to the methods, a trimmed configuration is obtained. The results of computational fluid dynamics (CFD) and wind tunnel tests show that the trimmed configuration has smaller zero-lift pitching moment and higher available lift-to-drag ratio than the initial configuration at cruise, besides the trimmed configuration achieves the design principle raised for tailless configuration, which can be described as the zero-pitching moment, cruising design lift coefficient, and maximum lift-to-drag ratio are coincident. In addition, at off-design conditions, the trimmed configuration shows favorable drag divergence characteristics, satisfactory aerodynamic characteristics at medium-altitude maneuvering condition, and good stall and pitching-moment performance at low speed state.

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Section: Numerical Methods and Boundary Conditionsmentioning

confidence: 99%

An Aerodynamic Design Method to Improve the High-Speed Performance of a Low-Aspect-Ratio Tailless Aircraft

2021

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“…DES was commonly used in the existing previous research to simulate the turbulent flow around the trains. (Flynn et al, 2014; 2019; Guo et al, 2020b;Li et al, 2018Li et al, , 2020Muld et al, 2013;Niu et al, 2020b;Zhang et al, 2016).…”

Section: Numerical Methodologymentioning

confidence: 99%

Numerical simulation of the aerodynamic characteristics of double unit train

Guo

Liu

Hemida

et al. 2020

Engineering Applications of Computational Fluid Mechanics

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Double unit trains running at high speeds may create additional aerodynamic challenges due to two streamlined structures with close proximity, exploring the aerodynamic performance of double unit trains is now critical. In this study, detached eddy simulation (DES) approach was employed to study the aerodynamic performance and the nearby flow patterns of a double unit train, whose results were compared and analyzed with that of a single-unit train with a same length. The results showed that the coupling method could change the aerodynamic drag on each car and tended to increase the overall drag of the double unit train. The lift force of the front car near the coupler was significantly increased. Similar slipstream distributions were found around the front half single and double-unit train except in a region close to the coupler. Due to the coupling structure, the slipstream of the rear half of double unit train was much stronger compared to single unit train. The vortex region behind the double-unit train was much wider than that of the single-unit train and was accompanied by greater vortex-shedding.

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“…Different from the first two loops, the negative pressure coefficient at the upper side of the vehicle with braking plates is larger than the train without plates. This is due to the blocking effect of the braking plates causing eddies to appear at the rear of the plate [9,10].…”

Section: Comparison In Aerodynamic Characteristicsmentioning

confidence: 99%

“…Gao et al [8] researched the effect of the angle of the braking plate on the braking force without crosswind. Niu et al [9,10] studied the mutual influence of braking plates, and believed that the installment position of braking plates was very important. Tian et al [11] used a simplified train model to study the effect of braking plates on the derailment coefficient.…”

Section: Introductionmentioning

confidence: 99%

Effect of Braking Plates on the Aerodynamic Behaviors of a High-Speed Train Subjected to Crosswinds

Tian

Zhang

2021

Energies

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Using aerodynamic resistance to provide braking force for trains is an economical braking method. It has few components to wear out and requires no energy. But the aerodynamic braking plate will significantly affect train’s aerodynamics behaviors. This paper studies the effect of the braking plates’ layout on the aerodynamic force of head car when a train is running under a crosswind. The results show that the braking plate will not only increase the drag force, but also significantly affect the lift and lateral force of the train’s head car. The installation position of the braking plates will also have a great effect on the aerodynamic force. In order to increase the drag force and weaken other aerodynamic force changes of the head car, we suggest that the first braking plate be arranged at the end of a streamlined shape, and the second braking plate be arranged at the middle of the car body. Compared with trains without braking plates, the head car’s drag force increases by 85.7%, lift force only increases by 7.6%, and side force decreases by 5.9%, when the braking plates are in operation.

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Comparison of different configurations of aerodynamic braking plate on the flow around a high-speed train

Cited by 24 publications

References 67 publications

An Aerodynamic Design Method to Improve the High-Speed Performance of a Low-Aspect-Ratio Tailless Aircraft

An Aerodynamic Design Method to Improve the High-Speed Performance of a Low-Aspect-Ratio Tailless Aircraft

Numerical simulation of the aerodynamic characteristics of double unit train

Effect of Braking Plates on the Aerodynamic Behaviors of a High-Speed Train Subjected to Crosswinds

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