Wind Tunnel Experiments on Reducing Separated Flow Region Around Front Ends of Vehicles on Meter-Gauge Railway Lines

Sakuma, Yutaka; Ido, Atsushi

doi:10.2219/rtriqr.50.20

Cited by 12 publications

(14 citation statements)

References 4 publications

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“…The numerical model has been validated by replicating wind tunnel data of [23], which measured the total drag on different elongated bodies. The case of a circular top edge and squared side edges design was chosen for experimental validation.…”

Section: Experimental Validationmentioning

confidence: 99%

“…Fig. 6 compares the experimental data [23] and the numerical results using the setup described above. The comparison is made in terms of the dimensionless pressure coefficient Cp: It can be seen that the numerical model has in general a very good agreement with the experimental data, with the most noticeable differences occurring at the leading edge.…”

Section: Experimental Validationmentioning

confidence: 99%

“…The comparison is made in terms of the dimensionless pressure coefficient Cp: It can be seen that the numerical model has in general a very good agreement with the experimental data, with the most noticeable differences occurring at the leading edge. Numerical accuracy in this region might be affected by flow complexities such as separation and instabilities, as reported in the experimental data source [23].…”

Section: Experimental Validationmentioning

confidence: 99%

See 2 more Smart Citations

Numerical Modeling of Train Aerodynamics in a Straight Tunnel

Croquer¹,

Fellouah²,

Poncet³

2020

Progress in Canadian Mechanical Engineering. Volume 3

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A numerical investigation using k − ω SST RANS modeling has been carried out, to evaluate the aerodynamics of different metro train geometries through a straight tunnel. Drag performance has been compared with a typical blunt face train design, representative of European metro networks. The proposed models have different edge rounding characteristics at the front and rear faces. The study focuses on skin friction and pressure drag coefficients for trains traveling at 40 km/hour in a straight tunnel with a blockage ratio of 0.69. All the considered alternatives show a drag reduction of at least 5% relative to the baseline case.

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Section: Experimental Validationmentioning

confidence: 99%

Section: Experimental Validationmentioning

confidence: 99%

Section: Experimental Validationmentioning

confidence: 99%

See 1 more Smart Citation

Numerical Modeling of Train Aerodynamics in a Straight Tunnel

Croquer¹,

Fellouah²,

Poncet³

2020

Progress in Canadian Mechanical Engineering. Volume 3

View full text Add to dashboard Cite

show abstract

“…The results of the tuft visualization and aerodynamic drag are explained below. Reference can be made to [11] for the measurement of surface pressure distribution.…”

Section: Wind Tunnel Experimentsmentioning

confidence: 99%

Improving the Aerodynamic Performance of Flat-fronted Trains on Meter-gauge Railway Lines

et al. 2013

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“…A number of additional papers [1,3,7,16,25,32,42,50,54,55,63,64,65,66,72,76,78,90,101,103] were reviewed and their findings were evaluated in the context of the Cooper summary charts [25]. Of note is the work by Buckley [16], Delaney [32], Gilhaus [42], Hucho [50], Lindsey [55], Pawlowski [65] and Polhamus [66].…”

Section: Radius Of Curvaturementioning

confidence: 99%

A Review of Reynolds Number Effects on the Aerodynamics of Commercial Ground Vehicles

Wood¹

2012

SAE Int. J. Commer. Veh.

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A review of Reynolds number scaling and high Reynolds number simulation for commercial ground vehicles is presented. The supporting data was extracted from published wind tunnel tests, coastdown tests and computational studies for complete vehicles and vehicle components. For complex vehicles the data suggest that the use of forced transition for higher Reynolds number simulation is a viable test technique however various component specific schemes may be required to replicate the aerodynamics of a full-scale vehicle. The Reynolds number sensitivity of; boundary layer transition control, surface curvature effects, bluff base flows, wheel/tire aerodynamics, and complete vehicle aerodynamics is presented. The data show that the width-based transcritical Reynolds number for commercial vehicles is between 1 and 3 million with the averaged values for edge radius, wheels and full vehicle data sets between 1.6 and 1.8 million. A minimum width-based transcritical Reynolds number value of 3 million is recommended for simulating the aerodynamics of full-scale commercial vehicles operating at a width-based Reynolds number greater than 3 million. If the dominant aerodynamic and fluid dynamic features of the vehicle are well established the minimum width-based transcritical Reynolds number value that may be used is 2 million. To ensure an accurate simulation of full-scale vehicles operating below the 3 million transcritical value future studies should be performed at the vehicle full-scale Reynolds number.

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Wind Tunnel Experiments on Reducing Separated Flow Region Around Front Ends of Vehicles on Meter-Gauge Railway Lines

Cited by 12 publications

References 4 publications

Numerical Modeling of Train Aerodynamics in a Straight Tunnel

Numerical Modeling of Train Aerodynamics in a Straight Tunnel

Improving the Aerodynamic Performance of Flat-fronted Trains on Meter-gauge Railway Lines

A Review of Reynolds Number Effects on the Aerodynamics of Commercial Ground Vehicles

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