On aerodynamic noises radiated by the pantograph system of high-speed trains

Yu, Huahua; Li, Jiachun; Zhang, Huiqin

doi:10.1007/s10409-013-0028-z

Cited by 44 publications

(25 citation statements)

References 28 publications

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“…The aerodynamic noise of a fullscale DSA350 pantograph at 350 km/h was investigated numerically by Yu et al [83], using a hybrid method with FW-H acoustic analogy. They showed that the aerodynamic noise from the pantograph was generated by the flow separation, the unsteady wake and the strong interaction between components.…”

Section: Methodsmentioning

confidence: 99%

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Recent developments in the prediction and control of aerodynamic noise from high-speed trains

Thompson

Iglesias

Liu

et al. 2015

International Journal of Rail Transportation

120

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At speeds above 300-350 km/h, the main source of noise from trains is the aerodynamic noise caused by the air flow over the train structure. The sound level increases with train speed at a rate of between 60 and 80 times the logarithm of the speed so that, as speeds increase further, the noise increases dramatically. The main aerodynamic noise is produced by the air flow passing over the pantograph, the train nose, the bogie region and cavities such as the pantograph recess and the inter-coach gap. Experimental and numerical methods for studying aerodynamic noise are reviewed including the use of microphone arrays, wind tunnels, computational fluid dynamics and semi-empirical methods. Potential mitigation measures that can control aerodynamic noise are also reviewed.

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Section: Methodsmentioning

confidence: 99%

“…Yu et al [83] also considered the effect of a pantograph cover installed on the train roof numerically. They found that if the cover consists of only two sideward baffles it can reduce the noise by 3 dB by acting as a noise barrier.…”

Section: Roof-mounted Shieldsmentioning

confidence: 99%

Recent developments in the prediction and control of aerodynamic noise from high-speed trains

Thompson

Iglesias

Liu

et al. 2015

International Journal of Rail Transportation

120

View full text Add to dashboard Cite

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“…Many important factors such as the elastic deformations of tracks and inter-vehicle interaction were ignored. For a better understanding of train derailment mechanism and dynamic derailment behavior, the existing models need to be further improved in the space scale of modeling trains coupled with tracks and the flexible modelling of their key components [27][28][29]. This paper presents a three-dimensional (3D) dynamic model of a highspeed train coupled with a flexible nonlinear track to carry out dynamic derailment analysis.…”

Section: Introductionmentioning

confidence: 98%

Development of a simulation model for dynamic derailment analysis of high-speed trains

2014

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The running safety of high-speed trains has become a major concern of the current railway research with the rapid development of high-speed railways around the world. The basic safety requirement is to prevent the derailment. The root causes of the dynamic derailment of highspeed trains operating in severe environments are not easy to identify using the field tests or laboratory experiments. Numerical simulation using an advanced train-track interaction model is a highly efficient and low-cost approach to investigate the dynamic derailment behavior and mechanism of high-speed trains. This paper presents a three-dimensional dynamic model of a high-speed train coupled with a ballast track for dynamic derailment analysis. The model considers a train composed of multiple vehicles and the nonlinear inter-vehicle connections. The ballast track model consists of rails, fastenings, sleepers, ballasts, and roadbed, which are modeled by Euler beams, nonlinear spring-damper elements, equivalent ballast bodies, and continuous viscoelastic elements, in which the modal superposition method was used to reduce the order of the partial differential equations of Euler beams. The commonly used derailment safety assessment criteria around the world are embedded in the simulation model. The train-track model was then used to investigate the dynamic derailment responses of a high-speed train passing over a buckled track, in which the derailment mechanism and train running posture during the dynamic derailment process were analyzed in detail. The effects of train and track modelling on dynamic derailment analysis were also discussed. The numerical results indicate that the train and track modelling options have a significant effect on the dynamic derailment analysis. The inter-vehicle impacts and the track flexibility and nonlinearity should be considered in the dynamic derailment simulations.

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“…They found that insulators with elliptic cross sections whose long axis consists with the airflow direction are optimal. Yu et al [16] designed three kinds of pantograph guide guards and conducted a noise reduction analysis based on opened running mode of pantographs, finding that noise reduction effects were obvious and sound pressure levels were decreased by 3 dB adopting this pantograph guide guard similar to air barriers.…”

Section: Introductionmentioning

confidence: 99%

Numerical Modeling and Investigation on Aerodynamic Noise Characteristics of Pantographs in High‐Speed Trains

Sun

Han

2018

Complexity

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Pantographs are important devices on high-speed trains. When a train runs at a high speed, concave and convex parts of the train cause serious airflow disturbances and result in flow separation, eddy shedding, and breakdown. A strong fluctuation pressure field will be caused and transformed into aerodynamic noises. When high-speed trains reach 300 km/h, aerodynamic noises become the main noise source. Aerodynamic noises of pantographs occupy a large proportion in far-field aerodynamic noises of the whole train. Therefore, the problem of aerodynamic noises for pantographs is outstanding among many aerodynamics problems. This paper applies Detached Eddy Simulation (DES) to conducting numerical simulations of flow fields around pantographs of highspeed trains which run in the open air. Time-domain characteristics, frequency-domain characteristics, and unsteady flow fields of aerodynamic noises for pantographs are obtained. The acoustic boundary element method is used to study noise radiation characteristics of pantographs. Results indicate that eddies with different rotation directions and different scales are in regions such as pantograph heads, hinge joints, bottom frames, and insulators, while larger eddies are on pantograph heads and bottom frames. These eddies affect fluctuation pressures of pantographs to form aerodynamic noise sources. Slide plates, pantograph heads, balance rods, insulators, bottom frames, and push rods are the main aerodynamic noise source of pantographs. Radiated energies of pantographs are mainly in mid-frequency and high-frequency bands. In high-frequency bands, the far-field aerodynamic noise of pantographs is mainly contributed by the pantograph head. Single-frequency noises are in the far-field aerodynamic noise of pantographs, where main frequencies are 293 Hz, 586 Hz, 880 Hz, and 1173 Hz. The farther the observed point is from the noise source, the faster the sound pressure attenuation will be. When the distance of two adjacent observed points is increased by double, the attenuation amplitude of sound pressure levels for pantographs is around 6.6 dB.

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On aerodynamic noises radiated by the pantograph system of high-speed trains

Cited by 44 publications

References 28 publications

Recent developments in the prediction and control of aerodynamic noise from high-speed trains

Recent developments in the prediction and control of aerodynamic noise from high-speed trains

Development of a simulation model for dynamic derailment analysis of high-speed trains

Numerical Modeling and Investigation on Aerodynamic Noise Characteristics of Pantographs in High‐Speed Trains

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