Wind tunnel analysis of the slipstream and wake of a high-speed train

Bell, James; Burton, David; Thompson, Mark C.; Herbst, Astrid H.; Sheridan, John

doi:10.1016/j.jweia.2014.09.004

Cited by 135 publications

(102 citation statements)

References 25 publications

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“…Figure 4 (a) and (b) shows the time-averaged vorticity contours and velocity vectors at the plane x/W=1 in the wake of simplified model and complex model, respectively. It can be noted that a dominating pair of counter-rotating streamwise vortices, well-established in literature [1][2][3][5][6][7]13,14], exists in both configurations. The vortex pair moves downwards and outwards in the wake.…”

Section: Numerical Validationmentioning

confidence: 53%

“…The dynamics of this pair of counter-rotating longitudinal vortices is consistent with inviscid flow theory. The self-induction of the vortex pair and interaction with the image pair causes the pair to move initially towards the ground and then away from each other [1,2]. As the pair approaches the ground, some level of flattening of the cores occurs [13,14].…”

Section: Numerical Validationmentioning

confidence: 99%

“…Different research approaches have been utilized to investigate the wake of a HST. The scale model wind tunnel has been successfully used to quantify the main wake flow features and identify the cause of slipstream characteristics of a HST [1] . On the other hand, with the increasing availability and accuracy, computational fluid dynamics (CFD) has become a viable tool for the investigation of HST aerodynamic.…”

Section: Introductionmentioning

confidence: 99%

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Numerical Study on the Effect of Underbody Configurations on the Wake of a High-speed Train

Zhou¹,

Xia²,

Zheng³

et al. 2017

dtetr

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The effect of underbody configurations on the wake of a high-speed train (HST) is numerically investigated with improved delayed detached eddy simulation (IDDES). There are two train models which are different in underbody configuration, i.e., complex train with bogie sections and simplified train with flat underbody. Both time-averaged and instantaneous wake structures are compared for the two underbody configurations. For both underbody configurations, a pair of counterrotating streamwise vortices exists in the wake. The vortex pair of the complex train oscillates more violently along the spanwise direction, leading to a wider wake than that of the simplified train. In addition, each of the vortex pair appears alternatively in the wake of the complex train, while the wake of simplified train presents simultaneous coupled vortex pair. The difference in the wake of the two underbody configurations can be attributed to the effect of bogie sections.

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Section: Numerical Validationmentioning

confidence: 53%

Section: Numerical Validationmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Numerical Study on the Effect of Underbody Configurations on the Wake of a High-speed Train

Zhou¹,

Xia²,

Zheng³

et al. 2017

dtetr

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“…Baker and Humphreys (1996) found the lift force to be sensitive to the Reynolds number and in particular to the ground simulation in the wind tunnel. The longitudinal velocity profiles were found to be sensitive to Reynolds number by Bell et al (2014).…”

Section: ．Introductionmentioning

confidence: 99%

Experimental and Numerical Study on the Aerodynamic Performance of High-Speed Trains

Han¹,

Chen²,

Li³

et al. 2017

dtetr

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Moving high-speed train model tests and CFD computations are used in this paper to explore the influence of Reynolds number on the aerodynamic performance of high-speed trains and on the pressure wave created when two trains passing each other. The effect of the test model scale for two trains passing each other on an open track, running through a tunnel and passing each other in a tunnel are studied by numerical simulations. The results of the moving model tests show that the pressure wave amplitudes of passing trains increase with the vehicle speed, and this amplitude coefficient decreases with the vehicle speed (that is, the Reynolds number increases). From the numerical calculation it is shown that the effect of scaling does not change the trend in surface pressure distribution along train's longitudinal direction. When two trains pass each other at an equal speed, the pressure changes in the head area are largest, followed by the tail area. The pressure changes in other areas are relatively small. The results for the 1:8 model and the 1:1 model are very close; considering the differences in computational efficiency and accuracy, the 1:8 model can be used for calculations. Using these two complementary methods, the results of the study can be used to design full scale high-speed trains, and to provide guidance for moving model tests and numerical simulation.

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“…As far as the experimental methods are concerned, tests can be performed at full scale [5], [6], [7] or at model scale ( [8], [9], [10]). In [7], the most important measurement parameters that influence the slipstream of a train are pointed out (and then accounted for in the TSI standard), such as the position of the measurement point (height above ground and transversal distance from the train) and the occurrence of the peak gusts (during the train passage or after in the wake).…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Loads in Open Air of High Speed Trains: Analysis of Experimental Data

Caccialanza¹,

Rocchi²,

Schito³

et al.

Proceedings of the Third International Conference on Railway Technology: Research, Development and Maintenance

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The homologation of high-speed trains is a demanding and expensive procedure. In particular, the evaluation of train slipstream according to the standard TSI, 2008 is divided in two different test programmes: one concerning the workers at the trackside and the other studying the passengers standing on the platform. This paper presents some slipstream measurements performed on three high speed trains and a comparison between them. The objective is to investigate the slipstream on the platform and relate it to the flow measured at the trackside at the same height with respect to the top of the rail. This topic is currently under revision by the commission in charge of the TSI standard. Interesting evidence concerning the improvements of the aerodynamic performance of new-generation trains are highlighted.

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Wind tunnel analysis of the slipstream and wake of a high-speed train

Cited by 135 publications

References 25 publications

Numerical Study on the Effect of Underbody Configurations on the Wake of a High-speed Train

Numerical Study on the Effect of Underbody Configurations on the Wake of a High-speed Train

Experimental and Numerical Study on the Aerodynamic Performance of High-Speed Trains

Aerodynamic Loads in Open Air of High Speed Trains: Analysis of Experimental Data

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