Within the context of global energy transitions,many wind turbines have been installed in desert and Gobi regions.Nevertheless,the impact of turbulence characteristics in actual sand-laden atmospheric flows on the aer...Within the context of global energy transitions,many wind turbines have been installed in desert and Gobi regions.Nevertheless,the impact of turbulence characteristics in actual sand-laden atmospheric flows on the aerodynamic performance of wind turbines has not been evaluated.The current study employs the high-quality wind velocity data measured in the Qingtu Lake Observation Array station of Min Qin to reveal the effects of turbulence characteristics in sand-laden atmospheric flows on the power and loads of a small wind turbine.The results demonstrate that turbulent coherent structures under sand-laden conditions occur more frequently and with shorter durations than that under the unladen conditions,leading to frequent and large fluctuations of wind turbine loads,specifically,the power,thrust,and blade root flapwise moment increased by 238%,167%,and 194%,respectively.The predictions by applying the extreme turbulence model suggested that the maximum extreme thrust,blade root flapwise moment,and blade root edgewise moment of wind turbine under sand-laden conditions are 23%,19%,and 7%higher than that under unladen conditions.This study is expected to provide a basic supply for wind turbine design and siting decisions in sand-laden environment.展开更多
This study employed a computational fluid dynamics model with an overset mesh technique to investigate the thrust and power of a floating offshore wind turbine(FOWT)under platform floating motion in the wind–rain fie...This study employed a computational fluid dynamics model with an overset mesh technique to investigate the thrust and power of a floating offshore wind turbine(FOWT)under platform floating motion in the wind–rain field.The impact of rainfall on aerodynamic performance was initially examined using a stationary turbine model in both wind and wind–rain conditions.Subsequently,the study compared the FOWT’s performance under various single degree-of-freedom(DOF)motions,including surge,pitch,heave,and yaw.Finally,the combined effects of wind–rain fields and platform motions involving two DOFs on the FOWT’s aerodynamics were analyzed and compared.The results demonstrate that rain negatively impacts the aerodynamic performance of both the stationary turbines and FOWTs.Pitch-dominated motions,whether involving single or multiple DOFs,caused significant fluctuations in the FOWT aerodynamics.The combination of surge and pitch motions created the most challenging operational environment for the FOWT in all tested scenarios.These findings highlighted the need for stronger construction materials and greater ultimate bearing capacity for FOWTs,as well as the importance of optimizing designs to mitigate excessive pitch and surge.展开更多
Successfully utilized non-axisymmetric endwalls to enhance turbine efficiencies(aerodynamic and turbine inlet temperatures)by controlling the characteristics of the secondary flow in a blade passage.This is accomplish...Successfully utilized non-axisymmetric endwalls to enhance turbine efficiencies(aerodynamic and turbine inlet temperatures)by controlling the characteristics of the secondary flow in a blade passage.This is accomplished by steady-state numerical hydrodynamics and deep knowledge of the field of flow.Because of the interaction between mainstream and purge flow contributing supplementary losses in the stage,non-axisymmetric endwalls are highly susceptible to the inception of purge flow exit compared to the flat and any advantage rapidly vanishes.The conclusions reveal that the supreme endwall pattern could yield a lowering of the gross pressure loss at the design stage and is related to the size of the top-loss location being productively lowered.This has led to diminished global thermal exchange lowered in the passage of the vane alone.The reverse flow adjacent to the suction side corner of the endwall is migrated farther from the vane surface,as the deviated pressure spread on the endwall accelerates the flow and progresses the reverse flow core still downstream.The depleted association between the tornado-like vortex and the corner vortex adjacent to the suction side corner of the endwall is the dominant mechanism of control in the contoured end wall.In this publication,we show that the non-axisymmetric endwall contouring by selective numerical shape change method at most prominent locations is advantageous in lowering the thermal load in turbines to augment the net heat flux reduction as well as the aerodynamic performance using multi-objective optimization.展开更多
The aerodynamic performance of wind turbine needs to be improved day by day.In this paper,the bionic airfoil of wind turbine and the traditional airfoil are combined to optimize the aerodynamic performance.The new air...The aerodynamic performance of wind turbine needs to be improved day by day.In this paper,the bionic airfoil of wind turbine and the traditional airfoil are combined to optimize the aerodynamic performance.The new airfoil is synthesized by the method of the mean camber line superposition thickness synthesis.The flow field characteristics of 4 synthetic airfoils were calculated by using the numerical simulation of CFD commercial software Fluent,and compared with 3 original airfoils,new airfoils of different shapes were obtained,and an incomplete synthetic parameterization method for airfoils optimization was proved,which has certain engineering practical value.展开更多
The streamlined nose length(SNL)plays a crucial role in determining the aerodynamic performance of high-speed trains.An appropriate SNL can not only effectively reduce the magnitude of aerodynamic drag and lift forces...The streamlined nose length(SNL)plays a crucial role in determining the aerodynamic performance of high-speed trains.An appropriate SNL can not only effectively reduce the magnitude of aerodynamic drag and lift forces,but also improve the performance of the high-speed train in tunnel passing and crosswind circumstances.In this study,a numerical simulation of the aerodynamic performance of high-speed trains at a speed of 400 km/h,with varying SNLs,is conducted using the k-ωshear stress transport(SST)turbulence model.The different SNLs include 6.0,7.0,8.0,9.0,9.8,12.0,15.0,and 18.0 m.In order to validate the accuracy of the numerical simulation,its results are compared with wind tunnel test data obtained from the literature.Numerical simulation is carried out using compressible and incompressible gases to determine the effect of gas compressibility on results.The impact of SNL on the aerodynamic performance of the trains is analyzed in terms of aerodynamic forces,velocity,and pressure distributions.In comparison to the original train,the train with a 6.0 m SNL experienced a 10.8%increase in overall aerodynamic resistance.Additionally,the lift forces on the head and tail cars increased by 35.7%and 75.5%,respectively.On the other hand,the train with an 18.0 m SNL exhibited a 16.5%decrease in aerodynamic drag.Furthermore,the lift forces on the head and tail cars decreased by 21.9%and 49.7%,respectively.The aerodynamic drag force of the entire train varies linearly with the SNL,while the aerodynamic lift of the tail car follows a quadratic function in relation to the SNL.展开更多
To better understand the aerodynamic reasons for highly organized movements of flying organisms,the three-flapping wing system in tandem formation was studied numerically in this paper.Different from previous relevant...To better understand the aerodynamic reasons for highly organized movements of flying organisms,the three-flapping wing system in tandem formation was studied numerically in this paper.Different from previous relevant studies on the multiple flapping wings that are equally spaced,this study emphasizes the impact of unequal spacing between individuals on the aerodynamics of each individual wing as well as the whole system.It is found that swapping the distance between the first and second wing with the distance between the second wing and the rearmost wing does not affect the overall aerodynamic performance,but significantly changes the distribution of aerodynamic benefits across each wing.During the whole flapping cycle,three effects are at play.The narrow channel effect and the downwash effect can promote and weaken the wing lift,respectively,while the wake capture effect can boost the thrust.It also shows that these effects could be manipulated by changing the spacing between adjacent wings.These findings provide a novel way for flow control in tandem formation flight and are also inspiring for designing the formation flight of bionic aircraft.展开更多
The current research on the aerodynamic performance of the train running in rainy weather is primarily concerned with the trajectory of the raindrops and the aerodynamic variation of trains caused by raindrops.In fact...The current research on the aerodynamic performance of the train running in rainy weather is primarily concerned with the trajectory of the raindrops and the aerodynamic variation of trains caused by raindrops.In fact,water film will generate on the train body when raindrops hit the train,which interacts with the flow field around the train,and would probably affect the aerodynamic performance of the train.In this paper,based on shear stress transport(SST)k-w turbulence model and Euler-Lagrange discrete phase model,the aerodynamic calculation model of a highspeed train under rainfall environment is established.The LWF(Lagrangian wall film)is used to simulate the water film distribution of the high-speed train under different rainfall intensities,and the aerodynamic performance of the train are studied.The calculation results show that raindrops will gather on the train surface and form water film under rainfall environment.With the extension of rainfall time,the thickness and coverage range of water film expand,and the maximum thickness of water film can reach 4.95 mm under the working conditions in this paper.The average thickness of water film on the train body increases with the rainfall intensity.When the rainfall intensity increases from 100 mm/h to 500 mm/h,the average water film thickness will increase by 3.26 times.The velocity of water film in the streamlined area of head car is larger than that in other areas,and the maximum velocity is 22.14 m/s.Compared with the rainless environment condition,the skin friction coefficient of the high-speed train increases and the average value will increase by 10.74%for a rainfall intensity of 500 mm/h.The positive pressure and resistance coefficient of the head car increase with the rainfall intensity.This research proposes a methodology to systematically analyze the generation of water film on the train surface and its influence on the train aerodynamic performance;the analysis can provide more practical results and can serve as a reference basis for the design and development of high-speed trains.展开更多
This article experimentally studies the effects of air injection near the blade trailing edge on flow separation and losses in a highly loaded linear compressor cascade. Aerodynamic parameters of eight cascades with d...This article experimentally studies the effects of air injection near the blade trailing edge on flow separation and losses in a highly loaded linear compressor cascade. Aerodynamic parameters of eight cascades with different air injection slot configura- tions are measured by using a five-hole probe at the cascade outlets. Ink-trace flow visualization is performed to obtain the flow details around the air injection slots. The static pressure distribution is clarified with pressure taps on the endwalls. The...展开更多
To investigate the influence of real leading-edge manufacturing error on aerodynamic performance of high subsonic compressor blades,a family of leading-edge manufacturing error data were obtained from measured compres...To investigate the influence of real leading-edge manufacturing error on aerodynamic performance of high subsonic compressor blades,a family of leading-edge manufacturing error data were obtained from measured compressor cascades.Considering the limited samples,the leadingedge angle and leading-edge radius distribution forms were evaluated by Shapiro-Wilk test and quantile–quantile plot.Their statistical characteristics provided can be introduced to later related researches.The parameterization design method B-spline and Bezier are adopted to create geometry models with manufacturing error based on leading-edge angle and leading-edge radius.The influence of real manufacturing error is quantified and analyzed by self-developed non-intrusive polynomial chaos and Sobol’indices.The mechanism of leading-edge manufacturing error on aerodynamic performance is discussed.The results show that the total pressure loss coefficient is sensitive to the leading-edge manufacturing error compared with the static pressure ratio,especially at high incidence.Specifically,manufacturing error of the leading edge will influence the local flow acceleration and subsequently cause fluctuation of the downstream flow.The aerodynamic performance is sensitive to the manufacturing error of leading-edge radius at the design and negative incidences,while it is sensitive to the manufacturing error of leading-edge angle under the operation conditions with high incidences.展开更多
The effects of the different landforms of the cutting leeward on the aerodynamic performance of high-speed trains were analyzed based on the three-dimensional, steady, and incompressible Navier-Stokes equation and k-e...The effects of the different landforms of the cutting leeward on the aerodynamic performance of high-speed trains were analyzed based on the three-dimensional, steady, and incompressible Navier-Stokes equation and k-e double-equation turbulent model. Results show that aerodynamic forces increase with the cutting leeward slope decreasing. The maximum adding value of lateral force, lift force, and overturning moment are 147%, 44.3%, and 107%, respectively, when the slope varies from 0.67 to -0.67, and the changes in the cutting leeward landform have more effects on the aerodynamic performance when the train is running in the line No. 2 than in the line No. 1. The aerodynamic forces, except the resistance force, sharply increase with the slope depth decreasing. By comparing the circumstance of the cutting depth H=-8 m with that of H=8 m, the resistance force, lateral force, lift force, and overturning moment increase by 26.0%, 251%, 67.3% and 177%, respectively. With the wind angle increasing, the resistance force is nonmonotonic, whereas other forces continuously rise. Under three special landforms, the changes in the law of aerodynamic forces with the wind angle are almost similar to one another.展开更多
The aerodynamic resistance of a train running in the open air limits the maximum speed that can be attained by the train.For this reason,evacuated tube trains(ETT)are being considered as valid alternatives to be imple...The aerodynamic resistance of a train running in the open air limits the maximum speed that can be attained by the train.For this reason,evacuated tube trains(ETT)are being considered as valid alternatives to be implemented in the future.The atmosphere in the tube,the so-called blocking ratio and the length of the streamlined nose are the key factors affecting the aerodynamic performances of these trains.In the present work,we investigate evacuated tube trains with different lengths of the streamline nose on the basis of computational fluid dynamics(CFD).The three-dimensional steady compressible Navier-Stokes equations are solved.The running speed of the ETT is 800 km/h and the blocking ratio is 0.2.Results show that with the increase of the streamlined nose length,the aerodynamic drag and lift forces of the head car decrease gradually,and the drag and lift forces of the middle car change slightly.For the tail car,the drag force decreases,whereas the absolute value of the lift force increases.At a speed of 800 km/h,a slight shock wave appears at the rear of the tail car,which affects the aerodynamic forces acting on the train.展开更多
Inevitable geometric variations significantly affect the performance of turbines or even that of entire engines;thus,it is necessary to determine their actual characteristics and accurately estimate their impact on pe...Inevitable geometric variations significantly affect the performance of turbines or even that of entire engines;thus,it is necessary to determine their actual characteristics and accurately estimate their impact on performance.In this study,based on 1781 measured profiles of a typical turbine blade,the statistical characteristics of the geometric variations and the uncertainty impact are analyzed,and some commonly used uncertainty modelling methods based on Principal-Component Analysis(PCA)are verified.The geometric variations are found to be evident,asymmetric,and non-uniform,and the non-normality of the random distributions is non-negligible.The performance is notably affected,which is manifested as an overall offset,a notable scattering,and significant deterioration in several extreme cases.Additionally,it is demonstrated that the PCA reconstruction model is effective in characterizing major uncertainty characteristics of the geometric variations and their impact on the performance with almost the first 10 PCA modes.Based on a reasonable profile error and mean geometric deviation,the Gaussian assumption and stochasticprocess-based model are also found to be effective in predicting the mean values and standard deviations of the performance variations.However,they fail to predict the probability of some extreme cases with high loss.Finally,a Chi-square-based correction model is proposed to compensate for this deficiency.The present work can provide a useful reference for uncertainty analysis of the impact of geometric variations,and the corresponding uncertainty design of turbine blades.展开更多
Introducing active flow control into the design of flapping wing is an effective way to enhance its aerodynamic performance.In this paper,a novel active flow control technology called Co-Flow Jet(CFJ)is applied to fla...Introducing active flow control into the design of flapping wing is an effective way to enhance its aerodynamic performance.In this paper,a novel active flow control technology called Co-Flow Jet(CFJ)is applied to flapping airfoils.The effect of CFJ on aerodynamic performance of flapping airfoils at low Reynolds number is numerically investigated using Unsteady Reynolds Averaged Navier-Stokes(URANS)simulation with Spalart-Allmaras(SA)turbulence model.Numerical methods are validated by a NACA6415-based CFJ airfoil case and a S809 pitching airfoil case.Then NACA6415 baseline airfoil and NACA6415-based CFJ airfoil with jet-off and jet-on are simulated in flapping motion,with Reynolds number 70,000 and reduced frequency 0.2.As a result,CFJ airfoils with jet-on generally have better lift and thrust characteristics than baseline airfoils and jet-off airfoil when Cμgreater than 0.04,which results from the CFJ effect of reducing flow separation by injecting high-energy fluid into boundary layer.Besides,typical kinematic and geometric parameters,including the reduced frequency and the positions of the suction and injection slot,are systematically studied to figure out their influence on aerodynamic performance of the CFJ airfoil.And a variable Cμjet control strategy is proposed to further improve effective propulsive efficiency.Compared with using constant Cμ,an increase of effective propulsive efficiency by22.6%has been achieved by using prescribed variable CμNACA6415-based CFJ airfoil at frequency 0.2.This study may provide some guidance to performance enhancement for Flapping wing Micro Air Vehicles(FMAV).展开更多
Although the upwind configuration is more popular in the field of wind energy, the downwind one is a promising type for the offshore wind energy due to its special advantages. Different configurations have different a...Although the upwind configuration is more popular in the field of wind energy, the downwind one is a promising type for the offshore wind energy due to its special advantages. Different configurations have different aerodynamic performance and it is important to predict the performance of both downwind and upwind configurations accurately for designing and developing more reliable wind turbines. In this paper, a numerical investigation on the aerodynamic performance of National Renewable Energy Laboratory （NREL） phase V1 wind turbine in downwind and upwind configurations is presented. The open source toolbox OpenFOAM coupled with arbitrary mesh interface （AMI） method is applied to tackle rotating problems of wind turbines. Two 3D numerical models of NREL phase VI wind turbine with downwind and upwind configurations under four typical working conditions of incoming wind velocities are set up for the study of different unsteady characteristics of the downwind and upwind configurations, respectively. Numerical results of wake vortex structure, time histories of thrust, pressure distribution on the blade and limiting streamlines which can be used to identify points of separation in a 3D flow are presented. It can be concluded that thrust reduction due to blade-tower interaction is small for upwind wind turbines but relatively large for downwind wind turbines and attention should be paid to the vibration at a certain frequency induced by the cyclic reduction for both configurations. The results and conclusions are helpful to analyze the different aerodynamic performance of wind turbines between downwind and upwind configurations, providing useful references for practical design of wind turbine.展开更多
In the present study,special attention is paid to numerically investigate the aerodynamic performance of the NACA 0012 airfoil under rain and icing conditions with the aim to better understand the severe aerodynamic p...In the present study,special attention is paid to numerically investigate the aerodynamic performance of the NACA 0012 airfoil under rain and icing conditions with the aim to better understand the severe aerodynamic performance penalties of aircraft in flight.Furthermore,in order to control the flow separation and improve the aerodynamic performance of the airfoil under critical atmospheric conditions,the Gurney flap with different heights is attached to the trailing edge of the airfoil.The simulation is done at a Reynolds number of 3.1 × 105 under different atmospheric conditions including dry,rain,icing and coupling of rain and icing conditions.A two-way momentum coupled Eulerian-Lagrangian multiphase method is used to simulate the process of water film layer formed on the airfoil surface due to rainfall.According to the results,accumulation of water due to rainfall and ice accretion on the airfoil surface inevitably provides notable negative effects on the aerodynamic performance of the airfoil.It is concluded that icing induces a higher aerodynamic degradation than rain due to very intensive ice accretion.The Gurney flap as a passive flow control method with a favorable height for each condition is very beneficial.The maximum increment of the lift-to-drag ratio is achieved by Gurney Hap with a height of 0.01 of airfoil chord length for dry and rain conditions and 0.02 of airfoil chord length for icing and coupling of rain and icing conditions,respectively.展开更多
The present study performed a numerical investigation to explore the performance enhancement of a co-flow jet(CFJ)airfoil with simple high-lift device configuration,with a specific goal to examine the feasibility and ...The present study performed a numerical investigation to explore the performance enhancement of a co-flow jet(CFJ)airfoil with simple high-lift device configuration,with a specific goal to examine the feasibility and capability of the proposed configuration for low-speed take-off and landing.Computations have been accomplished by an in-house-programmed Reynoldsaveraged Navier-Stokes solver enclosed by k-ωshear stress transport turbulence model.Three crucial geometric parameters,viz.,injection slot location,suction slot location and its angle were selected for the sake of revealing their effects on aerodynamic lift,drag,power consumption and equivalent lift-to-drag ratio.Results show that using simple high-lift devices on CFJ airfoil can significantly augment the aerodynamic associated lift and efficiency which evidences the feasibility of CFJ for short take-off and landing with small angle of attack.The injection and suction slot locations are more influential with respect to the aerodynamic performance of CFJ airfoil compared with the suction slot angle.The injection location is preferable to be located in the downstream of the pressure suction peak on leading edge to reduce the power expenditure of the pumping system for a relative higher equivalent lift-to-drag ratio.Another concluded criterion is that the suction slot should be oriented on the trailing edge flap for achieving more aerodynamic gain,meanwhile,carefully selecting this location is crucial in determining the aerodynamic enhancement of CFJ airfoil with deflected flaps.展开更多
Natural flyers have extraordinary flight skills and their prominent aerodynamic performance has attracted a lot of attention.However,the aerodynamic mechanism of birds’flapping wing kinematics still lacks in-depth un...Natural flyers have extraordinary flight skills and their prominent aerodynamic performance has attracted a lot of attention.However,the aerodynamic mechanism of birds’flapping wing kinematics still lacks in-depth understanding.In this paper,the aerodynamic performance of owl-like airfoil undergoing bio-inspired flapping kinematics extracted from a free-flying owl wing has been numerically investigated.The overset mesh technique is used to deal with the large range movements of flapping airfoils.The bio-inspired kinematics consist of plunging and pitching movement.A pure sinusoidal motion and a defined motion composed of plunging of sinusoidal motion and pitching of the bio-inspired kinematics are selected for comparison.The other two NACA airfoils are also selected to figure out the advantages of the owl-like airfoil.It is found that the cambered owl-like airfoil can enhance lift during the downstroke.The bio-inspired kinematics have an obvious advantage in lift generation with a presence of higher peak lift and positive lift over a wider proportion of the flapping cycle.Meanwhile,the bio-inspired motion is more economical for a lower power consumption compared with the sinusoidal motion.The sinusoidal flapping motion is better for thrust generation for a higher peak thrust value in both upstroke and downstroke,while the bio-inspired kinematics mainly generate thrust during the downstroke but produce more drag during the upstroke.The defined motion has similar lift performance with the bio-inspired kinematics,while it consumes more energy and generates less thrust.The unsteady flow field around airfoils is also analyzed to explain the corresponding phenomenon.The research in this paper is helpful to understand the flight mechanism of birds and to design a micro air vehicle with higher performance.展开更多
This work used the computational fluid dynamics method combined with full-scale train tests to analyze the train aerodynamic performance on special slope topography.Results show that with the increment in the slope gr...This work used the computational fluid dynamics method combined with full-scale train tests to analyze the train aerodynamic performance on special slope topography.Results show that with the increment in the slope gradient,the aerodynamic forces and moment increase sharply.Compared with the flat ground condition,the lateral force,lift force,and overturning moment of the train on the first line increase by 153.2%,53.4%and 124.7%,respectively,under the slope gradient of 20°.However,with the increment of the windward side's depth,the windbreak effect is improved obviously.When the depth is equal to 10 m,compared with the 0 m,the lateral force,lift force and overturning moment of the train on the first line decrease by 70.9%,77.0%and 70.6%,respectively.Through analyzing the influence of slope parameters on the aerodynamic performance of the train,the relationships among them are established.All these will provide a basic reference for enhancing train aerodynamic performances under different slope conditions and achieve reasonable train speeds for the operation safety in different wind environments.展开更多
The aerodynamic performance of compressor airfoil is significantly affected by the surface roughness at low Reynolds number(Re).In the present study,numerical simulations have been conducted to investigate the impact ...The aerodynamic performance of compressor airfoil is significantly affected by the surface roughness at low Reynolds number(Re).In the present study,numerical simulations have been conducted to investigate the impact of surface roughness on the profile loss of a high subsonic compressor airfoil at Re=1.5×10^(5).Four roughness locations,covering 10%,30%,50%and 100%of the suction surface from the leading edge and seven roughness magnitudes(Ra)ranging from 52 to525 lm were selected.Results showed that the surface roughness mainly determined the loss generation process by influencing the structure of the Laminar Separation Bubble(LSB)and the turbulence level near the wall.For all the roughness locations,the variation trend for the profile loss with the roughness magnitude was similar.In the transitionally rough region,the negative displacement effect of the LSB was suppressed with the increase of roughness magnitude,leading to a maximum decrease of 14.6%,16.04%,16.45%and 10.20%in the profile loss at Ra=157 lm for the four roughness locations,respectively.However,with a further increase of the roughness magnitude in the fully rough region,the stronger turbulent dissipation enhanced the growth rate of the turbulent boundary layer and increased the profile loss instead.By comparison,the leading edge roughness played a dominant role in the boundary layer development and performance variation.To take fully advantage of the surface roughness reducing profile loss at low Re,the effects of roughness on suppressing LSB and inducing strong turbulent dissipation should be balanced effectively.展开更多
The influence of ribs on the train aerodynamic performance was computed using detached eddy simulation(DES), and the transient iteration was solved by the dual-time step lower-upper symmetric Gauss-Seidel(LU-SGS) meth...The influence of ribs on the train aerodynamic performance was computed using detached eddy simulation(DES), and the transient iteration was solved by the dual-time step lower-upper symmetric Gauss-Seidel(LU-SGS) method. The results show that the ribs installed on the roof have a great effect on the train aerodynamic performance. Compared with trains without ribs, the lift force coefficient of the train with convex ribs changes from negative to positive, while the side force coefficient increases by 110%and 88%, respectively. Due to the combined effect of the lift force and side force, the overturning moment of the train with convex ribs and cutting ribs increases by 140% and 106%, respectively. There is larger negative pressure on the roof of the train without ribs than that with ribs. The ribs on the train would disturb the flow structure and contribute to the air separation, so the separation starts from the roof, while there is no air separation on the roof of the train without ribs. The ribs can also slow down the flow speed above the roof and make the air easily sucked back to the train surface. The vortices at the leeward side of the train without ribs are small and messy compared with those of the train with convex or cutting ribs.展开更多
基金supported by the National Natural Science Foundation of China(Grant Nos.52276197 and 52166014)Gansu Province Key Research and Development Program-Industrial Project(Grant No.23YFGA0069)the National Key Research and Development Plan(Grant No.20t22YFB4202102-04).
文摘Within the context of global energy transitions,many wind turbines have been installed in desert and Gobi regions.Nevertheless,the impact of turbulence characteristics in actual sand-laden atmospheric flows on the aerodynamic performance of wind turbines has not been evaluated.The current study employs the high-quality wind velocity data measured in the Qingtu Lake Observation Array station of Min Qin to reveal the effects of turbulence characteristics in sand-laden atmospheric flows on the power and loads of a small wind turbine.The results demonstrate that turbulent coherent structures under sand-laden conditions occur more frequently and with shorter durations than that under the unladen conditions,leading to frequent and large fluctuations of wind turbine loads,specifically,the power,thrust,and blade root flapwise moment increased by 238%,167%,and 194%,respectively.The predictions by applying the extreme turbulence model suggested that the maximum extreme thrust,blade root flapwise moment,and blade root edgewise moment of wind turbine under sand-laden conditions are 23%,19%,and 7%higher than that under unladen conditions.This study is expected to provide a basic supply for wind turbine design and siting decisions in sand-laden environment.
基金Supported by the National Natural Science Foundation of China(51679080 and 51379073)the Fundamental Research Funds for the Central Universities(B230205020).
文摘This study employed a computational fluid dynamics model with an overset mesh technique to investigate the thrust and power of a floating offshore wind turbine(FOWT)under platform floating motion in the wind–rain field.The impact of rainfall on aerodynamic performance was initially examined using a stationary turbine model in both wind and wind–rain conditions.Subsequently,the study compared the FOWT’s performance under various single degree-of-freedom(DOF)motions,including surge,pitch,heave,and yaw.Finally,the combined effects of wind–rain fields and platform motions involving two DOFs on the FOWT’s aerodynamics were analyzed and compared.The results demonstrate that rain negatively impacts the aerodynamic performance of both the stationary turbines and FOWTs.Pitch-dominated motions,whether involving single or multiple DOFs,caused significant fluctuations in the FOWT aerodynamics.The combination of surge and pitch motions created the most challenging operational environment for the FOWT in all tested scenarios.These findings highlighted the need for stronger construction materials and greater ultimate bearing capacity for FOWTs,as well as the importance of optimizing designs to mitigate excessive pitch and surge.
文摘Successfully utilized non-axisymmetric endwalls to enhance turbine efficiencies(aerodynamic and turbine inlet temperatures)by controlling the characteristics of the secondary flow in a blade passage.This is accomplished by steady-state numerical hydrodynamics and deep knowledge of the field of flow.Because of the interaction between mainstream and purge flow contributing supplementary losses in the stage,non-axisymmetric endwalls are highly susceptible to the inception of purge flow exit compared to the flat and any advantage rapidly vanishes.The conclusions reveal that the supreme endwall pattern could yield a lowering of the gross pressure loss at the design stage and is related to the size of the top-loss location being productively lowered.This has led to diminished global thermal exchange lowered in the passage of the vane alone.The reverse flow adjacent to the suction side corner of the endwall is migrated farther from the vane surface,as the deviated pressure spread on the endwall accelerates the flow and progresses the reverse flow core still downstream.The depleted association between the tornado-like vortex and the corner vortex adjacent to the suction side corner of the endwall is the dominant mechanism of control in the contoured end wall.In this publication,we show that the non-axisymmetric endwall contouring by selective numerical shape change method at most prominent locations is advantageous in lowering the thermal load in turbines to augment the net heat flux reduction as well as the aerodynamic performance using multi-objective optimization.
基金National Natural Science Foundation of China(Grant Nos.52376202)。
文摘The aerodynamic performance of wind turbine needs to be improved day by day.In this paper,the bionic airfoil of wind turbine and the traditional airfoil are combined to optimize the aerodynamic performance.The new airfoil is synthesized by the method of the mean camber line superposition thickness synthesis.The flow field characteristics of 4 synthetic airfoils were calculated by using the numerical simulation of CFD commercial software Fluent,and compared with 3 original airfoils,new airfoils of different shapes were obtained,and an incomplete synthetic parameterization method for airfoils optimization was proved,which has certain engineering practical value.
基金supported by the National Natural Science Foundation of China(No.12372049)the Sichuan Science and Technology Program(No.2023JDRC0062)+1 种基金the Independent Project of State Key Laboratory of Rail Transit Vehicle System(No.2023TPL-T06)the Fundamental Research Funds for the Central Universities,China(No.2682023ZTPY036).
文摘The streamlined nose length(SNL)plays a crucial role in determining the aerodynamic performance of high-speed trains.An appropriate SNL can not only effectively reduce the magnitude of aerodynamic drag and lift forces,but also improve the performance of the high-speed train in tunnel passing and crosswind circumstances.In this study,a numerical simulation of the aerodynamic performance of high-speed trains at a speed of 400 km/h,with varying SNLs,is conducted using the k-ωshear stress transport(SST)turbulence model.The different SNLs include 6.0,7.0,8.0,9.0,9.8,12.0,15.0,and 18.0 m.In order to validate the accuracy of the numerical simulation,its results are compared with wind tunnel test data obtained from the literature.Numerical simulation is carried out using compressible and incompressible gases to determine the effect of gas compressibility on results.The impact of SNL on the aerodynamic performance of the trains is analyzed in terms of aerodynamic forces,velocity,and pressure distributions.In comparison to the original train,the train with a 6.0 m SNL experienced a 10.8%increase in overall aerodynamic resistance.Additionally,the lift forces on the head and tail cars increased by 35.7%and 75.5%,respectively.On the other hand,the train with an 18.0 m SNL exhibited a 16.5%decrease in aerodynamic drag.Furthermore,the lift forces on the head and tail cars decreased by 21.9%and 49.7%,respectively.The aerodynamic drag force of the entire train varies linearly with the SNL,while the aerodynamic lift of the tail car follows a quadratic function in relation to the SNL.
基金supported by the National Natural Science Foundation of China(Grant No.12172276)Shaanxi key research and development program(Grant No.2022ZDLGY02-07).
文摘To better understand the aerodynamic reasons for highly organized movements of flying organisms,the three-flapping wing system in tandem formation was studied numerically in this paper.Different from previous relevant studies on the multiple flapping wings that are equally spaced,this study emphasizes the impact of unequal spacing between individuals on the aerodynamics of each individual wing as well as the whole system.It is found that swapping the distance between the first and second wing with the distance between the second wing and the rearmost wing does not affect the overall aerodynamic performance,but significantly changes the distribution of aerodynamic benefits across each wing.During the whole flapping cycle,three effects are at play.The narrow channel effect and the downwash effect can promote and weaken the wing lift,respectively,while the wake capture effect can boost the thrust.It also shows that these effects could be manipulated by changing the spacing between adjacent wings.These findings provide a novel way for flow control in tandem formation flight and are also inspiring for designing the formation flight of bionic aircraft.
基金Supported by Shandong Provincial Natural Science Foundation of China(Grant No.ZR2022ME180)Guangdong Provincial Basic and Applied Basic Research Fund of China(Grant No.2019A1515111005)National Natural Science Foundation of China(Grant No.51705267)。
文摘The current research on the aerodynamic performance of the train running in rainy weather is primarily concerned with the trajectory of the raindrops and the aerodynamic variation of trains caused by raindrops.In fact,water film will generate on the train body when raindrops hit the train,which interacts with the flow field around the train,and would probably affect the aerodynamic performance of the train.In this paper,based on shear stress transport(SST)k-w turbulence model and Euler-Lagrange discrete phase model,the aerodynamic calculation model of a highspeed train under rainfall environment is established.The LWF(Lagrangian wall film)is used to simulate the water film distribution of the high-speed train under different rainfall intensities,and the aerodynamic performance of the train are studied.The calculation results show that raindrops will gather on the train surface and form water film under rainfall environment.With the extension of rainfall time,the thickness and coverage range of water film expand,and the maximum thickness of water film can reach 4.95 mm under the working conditions in this paper.The average thickness of water film on the train body increases with the rainfall intensity.When the rainfall intensity increases from 100 mm/h to 500 mm/h,the average water film thickness will increase by 3.26 times.The velocity of water film in the streamlined area of head car is larger than that in other areas,and the maximum velocity is 22.14 m/s.Compared with the rainless environment condition,the skin friction coefficient of the high-speed train increases and the average value will increase by 10.74%for a rainfall intensity of 500 mm/h.The positive pressure and resistance coefficient of the head car increase with the rainfall intensity.This research proposes a methodology to systematically analyze the generation of water film on the train surface and its influence on the train aerodynamic performance;the analysis can provide more practical results and can serve as a reference basis for the design and development of high-speed trains.
基金National Natural Science Foundation of China (50876023)Chinese Specialized Research Fund for the Doctoral Pro-gram of Higher Education (20060213007)National Basic Research Program of China (2007CB210100)
文摘This article experimentally studies the effects of air injection near the blade trailing edge on flow separation and losses in a highly loaded linear compressor cascade. Aerodynamic parameters of eight cascades with different air injection slot configura- tions are measured by using a five-hole probe at the cascade outlets. Ink-trace flow visualization is performed to obtain the flow details around the air injection slots. The static pressure distribution is clarified with pressure taps on the endwalls. The...
基金the National Natural Science Foundation of China(No.51790512)the 111 Project(No.B17037)the National Key Laboratory Foundation,Industry-Academia-Research Collaboration Project of Aero Engine Corporation of China(No.HFZL2018CXY011-1)and MIIT。
文摘To investigate the influence of real leading-edge manufacturing error on aerodynamic performance of high subsonic compressor blades,a family of leading-edge manufacturing error data were obtained from measured compressor cascades.Considering the limited samples,the leadingedge angle and leading-edge radius distribution forms were evaluated by Shapiro-Wilk test and quantile–quantile plot.Their statistical characteristics provided can be introduced to later related researches.The parameterization design method B-spline and Bezier are adopted to create geometry models with manufacturing error based on leading-edge angle and leading-edge radius.The influence of real manufacturing error is quantified and analyzed by self-developed non-intrusive polynomial chaos and Sobol’indices.The mechanism of leading-edge manufacturing error on aerodynamic performance is discussed.The results show that the total pressure loss coefficient is sensitive to the leading-edge manufacturing error compared with the static pressure ratio,especially at high incidence.Specifically,manufacturing error of the leading edge will influence the local flow acceleration and subsequently cause fluctuation of the downstream flow.The aerodynamic performance is sensitive to the manufacturing error of leading-edge radius at the design and negative incidences,while it is sensitive to the manufacturing error of leading-edge angle under the operation conditions with high incidences.
基金Project(U1134203) supported by the National Natural Science Foundation of ChinaProject(132014) supported by Fok Ying Tong Education Foundation,ChinaProject(2011G006) supported by the Technological Research and Development Program of the Ministry of Railways,China
文摘The effects of the different landforms of the cutting leeward on the aerodynamic performance of high-speed trains were analyzed based on the three-dimensional, steady, and incompressible Navier-Stokes equation and k-e double-equation turbulent model. Results show that aerodynamic forces increase with the cutting leeward slope decreasing. The maximum adding value of lateral force, lift force, and overturning moment are 147%, 44.3%, and 107%, respectively, when the slope varies from 0.67 to -0.67, and the changes in the cutting leeward landform have more effects on the aerodynamic performance when the train is running in the line No. 2 than in the line No. 1. The aerodynamic forces, except the resistance force, sharply increase with the slope depth decreasing. By comparing the circumstance of the cutting depth H=-8 m with that of H=8 m, the resistance force, lateral force, lift force, and overturning moment increase by 26.0%, 251%, 67.3% and 177%, respectively. With the wind angle increasing, the resistance force is nonmonotonic, whereas other forces continuously rise. Under three special landforms, the changes in the law of aerodynamic forces with the wind angle are almost similar to one another.
基金supported by Sichuan Science and Technology Program(No.2019YJ0227)China Postdoctoral Science Foundation(No.2019M663550)+1 种基金National Natural Science Foundation of China(No.51605397)Science and Technolgoy program of China Railway Group Limited(No.2018-S-02).
文摘The aerodynamic resistance of a train running in the open air limits the maximum speed that can be attained by the train.For this reason,evacuated tube trains(ETT)are being considered as valid alternatives to be implemented in the future.The atmosphere in the tube,the so-called blocking ratio and the length of the streamlined nose are the key factors affecting the aerodynamic performances of these trains.In the present work,we investigate evacuated tube trains with different lengths of the streamline nose on the basis of computational fluid dynamics(CFD).The three-dimensional steady compressible Navier-Stokes equations are solved.The running speed of the ETT is 800 km/h and the blocking ratio is 0.2.Results show that with the increase of the streamlined nose length,the aerodynamic drag and lift forces of the head car decrease gradually,and the drag and lift forces of the middle car change slightly.For the tail car,the drag force decreases,whereas the absolute value of the lift force increases.At a speed of 800 km/h,a slight shock wave appears at the rear of the tail car,which affects the aerodynamic forces acting on the train.
基金supported by the National Science and Technology Major Project, China (No. J2019-II-0012-0032)
文摘Inevitable geometric variations significantly affect the performance of turbines or even that of entire engines;thus,it is necessary to determine their actual characteristics and accurately estimate their impact on performance.In this study,based on 1781 measured profiles of a typical turbine blade,the statistical characteristics of the geometric variations and the uncertainty impact are analyzed,and some commonly used uncertainty modelling methods based on Principal-Component Analysis(PCA)are verified.The geometric variations are found to be evident,asymmetric,and non-uniform,and the non-normality of the random distributions is non-negligible.The performance is notably affected,which is manifested as an overall offset,a notable scattering,and significant deterioration in several extreme cases.Additionally,it is demonstrated that the PCA reconstruction model is effective in characterizing major uncertainty characteristics of the geometric variations and their impact on the performance with almost the first 10 PCA modes.Based on a reasonable profile error and mean geometric deviation,the Gaussian assumption and stochasticprocess-based model are also found to be effective in predicting the mean values and standard deviations of the performance variations.However,they fail to predict the probability of some extreme cases with high loss.Finally,a Chi-square-based correction model is proposed to compensate for this deficiency.The present work can provide a useful reference for uncertainty analysis of the impact of geometric variations,and the corresponding uncertainty design of turbine blades.
基金co-supported by the National Key Research and Development Program of China(No.:2017YFB1300102)the National Natural Science Foundation of China(No.:11872314)。
文摘Introducing active flow control into the design of flapping wing is an effective way to enhance its aerodynamic performance.In this paper,a novel active flow control technology called Co-Flow Jet(CFJ)is applied to flapping airfoils.The effect of CFJ on aerodynamic performance of flapping airfoils at low Reynolds number is numerically investigated using Unsteady Reynolds Averaged Navier-Stokes(URANS)simulation with Spalart-Allmaras(SA)turbulence model.Numerical methods are validated by a NACA6415-based CFJ airfoil case and a S809 pitching airfoil case.Then NACA6415 baseline airfoil and NACA6415-based CFJ airfoil with jet-off and jet-on are simulated in flapping motion,with Reynolds number 70,000 and reduced frequency 0.2.As a result,CFJ airfoils with jet-on generally have better lift and thrust characteristics than baseline airfoils and jet-off airfoil when Cμgreater than 0.04,which results from the CFJ effect of reducing flow separation by injecting high-energy fluid into boundary layer.Besides,typical kinematic and geometric parameters,including the reduced frequency and the positions of the suction and injection slot,are systematically studied to figure out their influence on aerodynamic performance of the CFJ airfoil.And a variable Cμjet control strategy is proposed to further improve effective propulsive efficiency.Compared with using constant Cμ,an increase of effective propulsive efficiency by22.6%has been achieved by using prescribed variable CμNACA6415-based CFJ airfoil at frequency 0.2.This study may provide some guidance to performance enhancement for Flapping wing Micro Air Vehicles(FMAV).
基金Foundation item： Supported by the National Natural Science Foundation of China （Grant Nos. 51379125, 51411130131, 11432009）, the National Key Basic Research Development Plan （973 Plan） Project of China （Grant No. 2013CB036103）, High Technology of Marine Research Project of the Ministry of Industry and Information Technology of China, ABS（China）, and the Program for Professor of Special Appointment （Eastern Scholar） at Shanghai Institutions of Higher Learning （Grant No. 2013022）.
文摘Although the upwind configuration is more popular in the field of wind energy, the downwind one is a promising type for the offshore wind energy due to its special advantages. Different configurations have different aerodynamic performance and it is important to predict the performance of both downwind and upwind configurations accurately for designing and developing more reliable wind turbines. In this paper, a numerical investigation on the aerodynamic performance of National Renewable Energy Laboratory （NREL） phase V1 wind turbine in downwind and upwind configurations is presented. The open source toolbox OpenFOAM coupled with arbitrary mesh interface （AMI） method is applied to tackle rotating problems of wind turbines. Two 3D numerical models of NREL phase VI wind turbine with downwind and upwind configurations under four typical working conditions of incoming wind velocities are set up for the study of different unsteady characteristics of the downwind and upwind configurations, respectively. Numerical results of wake vortex structure, time histories of thrust, pressure distribution on the blade and limiting streamlines which can be used to identify points of separation in a 3D flow are presented. It can be concluded that thrust reduction due to blade-tower interaction is small for upwind wind turbines but relatively large for downwind wind turbines and attention should be paid to the vibration at a certain frequency induced by the cyclic reduction for both configurations. The results and conclusions are helpful to analyze the different aerodynamic performance of wind turbines between downwind and upwind configurations, providing useful references for practical design of wind turbine.
文摘In the present study,special attention is paid to numerically investigate the aerodynamic performance of the NACA 0012 airfoil under rain and icing conditions with the aim to better understand the severe aerodynamic performance penalties of aircraft in flight.Furthermore,in order to control the flow separation and improve the aerodynamic performance of the airfoil under critical atmospheric conditions,the Gurney flap with different heights is attached to the trailing edge of the airfoil.The simulation is done at a Reynolds number of 3.1 × 105 under different atmospheric conditions including dry,rain,icing and coupling of rain and icing conditions.A two-way momentum coupled Eulerian-Lagrangian multiphase method is used to simulate the process of water film layer formed on the airfoil surface due to rainfall.According to the results,accumulation of water due to rainfall and ice accretion on the airfoil surface inevitably provides notable negative effects on the aerodynamic performance of the airfoil.It is concluded that icing induces a higher aerodynamic degradation than rain due to very intensive ice accretion.The Gurney flap as a passive flow control method with a favorable height for each condition is very beneficial.The maximum increment of the lift-to-drag ratio is achieved by Gurney Hap with a height of 0.01 of airfoil chord length for dry and rain conditions and 0.02 of airfoil chord length for icing and coupling of rain and icing conditions,respectively.
基金supported by the National Natural Science Foundation of China(No.11672133)the Research Funds for Central Universities(No.kfjj20180104)support from Rotor Aerodynamics Key Laboratory(No.RAL20190202-2)。
文摘The present study performed a numerical investigation to explore the performance enhancement of a co-flow jet(CFJ)airfoil with simple high-lift device configuration,with a specific goal to examine the feasibility and capability of the proposed configuration for low-speed take-off and landing.Computations have been accomplished by an in-house-programmed Reynoldsaveraged Navier-Stokes solver enclosed by k-ωshear stress transport turbulence model.Three crucial geometric parameters,viz.,injection slot location,suction slot location and its angle were selected for the sake of revealing their effects on aerodynamic lift,drag,power consumption and equivalent lift-to-drag ratio.Results show that using simple high-lift devices on CFJ airfoil can significantly augment the aerodynamic associated lift and efficiency which evidences the feasibility of CFJ for short take-off and landing with small angle of attack.The injection and suction slot locations are more influential with respect to the aerodynamic performance of CFJ airfoil compared with the suction slot angle.The injection location is preferable to be located in the downstream of the pressure suction peak on leading edge to reduce the power expenditure of the pumping system for a relative higher equivalent lift-to-drag ratio.Another concluded criterion is that the suction slot should be oriented on the trailing edge flap for achieving more aerodynamic gain,meanwhile,carefully selecting this location is crucial in determining the aerodynamic enhancement of CFJ airfoil with deflected flaps.
基金supported by the National Natural Science Foundation of China(No.11872314 and U1613227)the China Scholarship Council,Key R&D Program in Shaanxi Province of China(No.2020GY-154)Natural Science Basic Research Plan in Shaanxi Province of China(No.2019JQ-394)。
文摘Natural flyers have extraordinary flight skills and their prominent aerodynamic performance has attracted a lot of attention.However,the aerodynamic mechanism of birds’flapping wing kinematics still lacks in-depth understanding.In this paper,the aerodynamic performance of owl-like airfoil undergoing bio-inspired flapping kinematics extracted from a free-flying owl wing has been numerically investigated.The overset mesh technique is used to deal with the large range movements of flapping airfoils.The bio-inspired kinematics consist of plunging and pitching movement.A pure sinusoidal motion and a defined motion composed of plunging of sinusoidal motion and pitching of the bio-inspired kinematics are selected for comparison.The other two NACA airfoils are also selected to figure out the advantages of the owl-like airfoil.It is found that the cambered owl-like airfoil can enhance lift during the downstroke.The bio-inspired kinematics have an obvious advantage in lift generation with a presence of higher peak lift and positive lift over a wider proportion of the flapping cycle.Meanwhile,the bio-inspired motion is more economical for a lower power consumption compared with the sinusoidal motion.The sinusoidal flapping motion is better for thrust generation for a higher peak thrust value in both upstroke and downstroke,while the bio-inspired kinematics mainly generate thrust during the downstroke but produce more drag during the upstroke.The defined motion has similar lift performance with the bio-inspired kinematics,while it consumes more energy and generates less thrust.The unsteady flow field around airfoils is also analyzed to explain the corresponding phenomenon.The research in this paper is helpful to understand the flight mechanism of birds and to design a micro air vehicle with higher performance.
基金Projects(U1334205,U1134203)supported by the National Natural Science Foundation of ChinaProject(132014)supported by the Fok Ying Tong Education Foundation,ChinaProjects(2014T001-A,2015T002-A,2015J007-N)supported by China Railways Corporation
文摘This work used the computational fluid dynamics method combined with full-scale train tests to analyze the train aerodynamic performance on special slope topography.Results show that with the increment in the slope gradient,the aerodynamic forces and moment increase sharply.Compared with the flat ground condition,the lateral force,lift force,and overturning moment of the train on the first line increase by 153.2%,53.4%and 124.7%,respectively,under the slope gradient of 20°.However,with the increment of the windward side's depth,the windbreak effect is improved obviously.When the depth is equal to 10 m,compared with the 0 m,the lateral force,lift force and overturning moment of the train on the first line decrease by 70.9%,77.0%and 70.6%,respectively.Through analyzing the influence of slope parameters on the aerodynamic performance of the train,the relationships among them are established.All these will provide a basic reference for enhancing train aerodynamic performances under different slope conditions and achieve reasonable train speeds for the operation safety in different wind environments.
基金the financial support of the National Natural Science Foundation of China (No. 51836008)the National Major Science and Technology Project of China (No. 2017-Ⅱ-0010-0024) for this project。
文摘The aerodynamic performance of compressor airfoil is significantly affected by the surface roughness at low Reynolds number(Re).In the present study,numerical simulations have been conducted to investigate the impact of surface roughness on the profile loss of a high subsonic compressor airfoil at Re=1.5×10^(5).Four roughness locations,covering 10%,30%,50%and 100%of the suction surface from the leading edge and seven roughness magnitudes(Ra)ranging from 52 to525 lm were selected.Results showed that the surface roughness mainly determined the loss generation process by influencing the structure of the Laminar Separation Bubble(LSB)and the turbulence level near the wall.For all the roughness locations,the variation trend for the profile loss with the roughness magnitude was similar.In the transitionally rough region,the negative displacement effect of the LSB was suppressed with the increase of roughness magnitude,leading to a maximum decrease of 14.6%,16.04%,16.45%and 10.20%in the profile loss at Ra=157 lm for the four roughness locations,respectively.However,with a further increase of the roughness magnitude in the fully rough region,the stronger turbulent dissipation enhanced the growth rate of the turbulent boundary layer and increased the profile loss instead.By comparison,the leading edge roughness played a dominant role in the boundary layer development and performance variation.To take fully advantage of the surface roughness reducing profile loss at low Re,the effects of roughness on suppressing LSB and inducing strong turbulent dissipation should be balanced effectively.
基金Projects(51075401,U1134203,U1334205)supported by the National Natural Science Foundation of ChinaProject(NCET-10-083)supported by the Program for New Century Excellent Talents in University of Ministry of Education,ChinaProject(2013J004-8)supported by the Science and Technology Research and Development Program of China Railway Corporation
文摘The influence of ribs on the train aerodynamic performance was computed using detached eddy simulation(DES), and the transient iteration was solved by the dual-time step lower-upper symmetric Gauss-Seidel(LU-SGS) method. The results show that the ribs installed on the roof have a great effect on the train aerodynamic performance. Compared with trains without ribs, the lift force coefficient of the train with convex ribs changes from negative to positive, while the side force coefficient increases by 110%and 88%, respectively. Due to the combined effect of the lift force and side force, the overturning moment of the train with convex ribs and cutting ribs increases by 140% and 106%, respectively. There is larger negative pressure on the roof of the train without ribs than that with ribs. The ribs on the train would disturb the flow structure and contribute to the air separation, so the separation starts from the roof, while there is no air separation on the roof of the train without ribs. The ribs can also slow down the flow speed above the roof and make the air easily sucked back to the train surface. The vortices at the leeward side of the train without ribs are small and messy compared with those of the train with convex or cutting ribs.
