This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and...This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and the stress and aerodynamic load measurement points are reasonably arranged accordingly.The actual measurement is carried out in combination with the operating conditions of the existing lines.The stress variations and spectral characteristics of the train under different speed levels(80,160,180,200 km/h),tunnel entry and exit,and scraper action conditions were compared and analyzed.The stress amplification factors under tunnel intersection and scraper action were obtained,providing boundary conditions for the design of wipers for highspeed s.The research results show that the maximum stress of the wiper structure obtained through simulation calculation is concentrated at the connection of the wiper arm.Structural stress increases with the rise of speed grade.The stress increases by 1.11 times when the tunnel meets.When the scraper operates,the stress on the scraper arm increases by 4.1–7.6 times.Due to the broadband excitation effect of the aerodynamic load,the spectral energy of the structure is relatively high at the natural frequency,which excites the natural mode of the wiper.展开更多
Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may com...Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may compromise their fatigue capacity.The most common structural design for railway noise barriers consists of vertical configurations of posts and panels.However,there have been few dynamic analyses of steel post/wood panel noise barriers under train-induced aerodynamic loads.This study used dynamic finite element analysis to assess the dynamic behavior of such noise barriers.Analysis of a 40-m-long noise barrier model and a triangular simplified load model,the latter of which effectively represented the detailed aerodynamic load,were first used to establish the model and input of the moving load during dynamic simulation.Then,the effects of different parameters on the dynamic response of the noise barrier were evaluated,including the damping ratio,the profile of the steel post,the span length of the panel,the barrier height,and the train speed.Gray relational analysis indicated that barrier height exhibited the highest correlations with the dynamic responses,followed by train speed,post profile,span length,and damping ratio.A reduction in the natural frequency and an increase in the train speed result in a higher peak response and more pronounced fluctuations between the nose and tail waves.The dynamic amplification factor(DAF)was found to be related to both the natural frequency and train speed.A model was proposed showing that the DAF significantly increases as the square of the natural frequency decreases and the cube of the train speed rises.展开更多
The stability of high-speed trains under crosswind conditions has become a key consideration in aerodynamic design.As running speeds continue to increase and car body weight decreases,crosswinds pose a greater risk to...The stability of high-speed trains under crosswind conditions has become a key consideration in aerodynamic design.As running speeds continue to increase and car body weight decreases,crosswinds pose a greater risk to train safety,significantly lowering the critical wind velocity.Therefore,developing strategies to enhance crosswind stability is essential.This study focuses on the leeward region adjacent to the train body,where separated flows with large vortices generate significant negative surface pressure.Enhancing this negative pressure distribution is proposed as a potential method to improve a train’s resistance to overturning.To achieve this,winglets are installed on the leeward side as a flow control measure,and their effects at different deflection angles are evaluated.The influence of five deflection angles on the leeward-side flow field and aerodynamic loads is analyzed,considering the head,middle,and tail cars.Results indicate that a deflection angle of 90°optimally reduces the overall overturning moment by 27.6%compared to the baseline model in a three-car configuration.These findings highlight that optimizing the winglet deflection angle to approximately 90°can significantly enhance a train’s resistance to overturning,offering valuable insights for aerodynamic optimization in strong wind conditions.展开更多
The influence of train height on aerodynamic characteristics of high-speed train(HST)is significant in crosswind environments.This study employed the improved delayed detached eddy simulation(IDDES)turbulence model to...The influence of train height on aerodynamic characteristics of high-speed train(HST)is significant in crosswind environments.This study employed the improved delayed detached eddy simulation(IDDES)turbulence model to analyze the aerodynamic characteristics of trains with three different heights under a crosswind of 20 m/s.The numerical model was validated through comparison with wind tunnel experimental data.A comprehensive analysis was conducted on the characteristics of the flow field around trains,surface pressure distribution,and aerodynamic loads for trains with different heights.Results indicate that the side force coefficient increased by up to 61.54%with an increase in train height from 3.89 to 4.19 m.Compared with the 3.89 m case,the roll moment coefficient on the head,middle,and tail cars for 4.19 m cases increased by 18.11%,24.78%and 34.23%,respectively.The increase in train height widens the impact width of the leading car’s front vortex on the leeward side and intensifies the helical shedding and coupling interactions of two vortices in the wake,leading to an increase in the intensity and extent of wake flow in both vertical and longitudinal directions.Additionally,the increase in height shifted the flow separation point on the leeward side,moving vortices farther from the train,expanding the back-flow region,and intensifying Reynolds stress and turbulent fluctuations on the leeward side,which adversely impacted train stability and safety.The research findings can provide a reference for the design of train configurations and the assessment of dynamic performance in crosswind environments.展开更多
High-speed trains operating in freezing rain are highly susceptible to severe ice accretion in the pantograph region,which compromises both power transmission efficiency and dynamic performance.To elucidate the underl...High-speed trains operating in freezing rain are highly susceptible to severe ice accretion in the pantograph region,which compromises both power transmission efficiency and dynamic performance.To elucidate the underlying mechanisms of this phenomenon,an Euler-Euler multiphase flow model was employed to simulate droplet impingement and collection on the pantograph surface,while a glaze-ice formation model incorporating wall film dynamics was used to capture the subsequent growth of ice.The effects of key parameters—including liquid water content,ambient temperature,train velocity,and droplet diameter—on the amount and morphology of ice were systematically investigated.The results show that ice accumulation intensifies with increasing liquid water content decreasing ambient temperature,and rising train speed.In contrast,larger droplet diameters reduce the overall ice mass but promote localized accretion on major structural elements.This behavior arises because larger droplets,with greater inertia,are less susceptible to entrainment by airflow into the pantograph's base region.During extended operation,substantial ice buildup develops on the pantograph head and upper and lower arms,severely impairing current collection from the overhead line and hindering the pantograph's lifting and lowering motions.展开更多
A train body's cross-sectional shape has a significant impact on aerodynamic drag and operational safety in high-speed trains(HSTs).This study extracts five design variables from a real-world HST body:height,width...A train body's cross-sectional shape has a significant impact on aerodynamic drag and operational safety in high-speed trains(HSTs).This study extracts five design variables from a real-world HST body:height,width,side arc radius,arc radius at the connection between the side and the roof,and arc radius at the connection between the side and the train's bottom.The cross-validated Kriging surrogate model and the genetic algorithm are used to perform two types of aerodynamic optimization,with the cross-sectional area as a constraint.Cross-sectional shapes are optimized in both windless and windy conditions.Numerical results indicate that in a windless environment,the aerodynamic drag coefficient of the whole train is reduced by 2.4%;in a windy condition,the aerodynamic drag coefficient of the entire vehicle is reduced by 2.4%,and the aerodynamic lateral force of the leading car is reduced by 37.8%.These suggest that a flat and wide shape helps to reduce not only overall aerodynamic drag in a windless environment but also aerodynamic load in a windy environment,which can be accomplished by reducing the area of the side wall and top region,lowering the train body's height,increasing its width,and lowering the radius of the side and top arcs.展开更多
Ventilation systems are critical for improving the cabin environment in high-speed trains,and their interest has increased significantly.However,whether air supply non-verticality deteriorates the cabin air environmen...Ventilation systems are critical for improving the cabin environment in high-speed trains,and their interest has increased significantly.However,whether air supply non-verticality deteriorates the cabin air environment,and the flow mechanism behind it and the degree of deterioration are not known.This study first analyzes the interaction between deflection angle and cabin flow field characteristics and ventilation performance.The results revealed that the interior temperature and pollutant concentration decreased slightly with increasing deflection angle,but resulted in significant deterioration of thermal comfort and air quality.This is evidenced by an increase in both draught rate and non-uniformity coefficient,an increase in the number of measurement points that do not satisfy the micro-wind speed and temperature difference requirements by about 5% and 15%,respectively,and an increase in longitudinal penetration of pollutants by a factor of about 5 and the appearance of locking regions at the ends of cabin.The results also show that changing the deflection pattern only affects the region of deterioration and does not essentially improve this deterioration.This study can provide reference and help for the ventilation design of high-speed trains.展开更多
Tunnel-induced noise amplification has become a major constraint for high-speed trains.This study employs a 1/10 scale three-coach high-speed train model,using the improved delayed detached eddy simulation(IDDES)metho...Tunnel-induced noise amplification has become a major constraint for high-speed trains.This study employs a 1/10 scale three-coach high-speed train model,using the improved delayed detached eddy simulation(IDDES)method coupled with the perturbed convective wave model to investigate the unsteady flow evolution,aerodynamic noise source distribution,and near-field acoustic characteristics of high-speed trains under open-air and tunnel conditions.The results show that the blocking effect of the tunnel wall enhances flow compression,increases local velocity,and aggravates flow disturbances and pressure fluctuations near the pantograph and tail car.In the tunnel,the total sound source energy reaches 1.14×10^(12)N^(2)/s^(2),5.26 times higher than in open air,with significant increases in the tail car,bogies,and pantograph.Bogie noise concentrates in the 50 to 1000 Hz range,while pantograph noise dominates from 1500 to 2500 Hz.Tunnel conditions further enhance peak distributions in the low and medium frequency bands.Although pressure disturbances on the train surface are mainly dominated by hydrodynamic effects,the radiated acoustic energy of the sound pressure levels on the roof and side surfaces is amplified by 33.3 and 22.6 times,far exceeding hydrodynamic energy amplification factors of 8.6 and 6.3.The study reveals coupled flow and acoustic mechanisms in tunnels,supporting noise reduction design for high-speed trains.展开更多
This paper aims to explore the influence of different noise barrier heights on the sound source generation mechanisms of higher-speed trains(400 km/h)using a combination of delayed detached eddy simulation(DDES)and Ff...This paper aims to explore the influence of different noise barrier heights on the sound source generation mechanisms of higher-speed trains(400 km/h)using a combination of delayed detached eddy simulation(DDES)and Ffowcs Williams-Hawkings(FW-H)equations.Four cases are investigated and compared,i.e.1)no barrier,2)2.3 m,3)3.3 m,and 4)4.3 m single-side barriers on a bridge.Numerical results show that the presence of noise barriers causes an increase in sound source intensity ranging from 2.1 to 2.8 dB(A).However,the relationship between the barrier height and the increase in sound source intensity varies across different parts of the train.Compared with the head and front middle cars,the boundary layer is thicker around the rear-middle and tail car areas.A thick boundary layer introduces the influence of the crash wall,causing asymmetry and increases in sound source intensity.This is due to the deceleration region formed between the crash wall and the rail surface,as well as the acceleration region formed by the contraction of the flow channel in the noise barrier,both of which influence the sound source's characteristics.In addition,higher barriers exacerbate asymmetry and increases in sound source intensity.展开更多
Purpose–Regarding that Ultraviolet radiation,pollutant adsorption,and environmental changes may be the main reasons for the aging and yellowing on windshield rubber in high-speed trains,countermeasures are proposed t...Purpose–Regarding that Ultraviolet radiation,pollutant adsorption,and environmental changes may be the main reasons for the aging and yellowing on windshield rubber in high-speed trains,countermeasures are proposed to solve the aging and yellowing of windshield rubber and reduce the adverse effects caused by rubber yellowing.Design/methodology/approach–Scanning electron microscopy(SEM)and energy dispersive spectroscopy(EDS)were used to test the yellowed windshield rubber.Aging tests,including UVaging,natural aging and salt spray aging,were conducted to analyze the effects of aging on the windshield rubber.Different cleaning agents were selected to soak the windshield rubber,and the quality,hardness,and surface appearance of the rubber samples were tested.Findings–After UV aging,antioxidants migrated to the surface of the windshield rubber,but due to oxidation failure,they could not capture free radicals,leading to continued oxidation reactions within the material and resulting in yellowing of the rubber in a short period of time.Originality/value–Cleaning agents have a minimal impact on windshield rubber,UV aging has the greatest impact and natural aging is a gradual and slow deterioration process.Through daily deep cleaning and maintenance with protective agents at regular intervals,the deterioration of windshield rubber yellowing in high-speed trains can be effectively suppressed.展开更多
High-Speed Trains (HSTs) have emerged as a mainstream mode of transportation in China, owing to their exceptional safety and efficiency. Ensuring the reliable operation of HSTs is of paramount economic and societal im...High-Speed Trains (HSTs) have emerged as a mainstream mode of transportation in China, owing to their exceptional safety and efficiency. Ensuring the reliable operation of HSTs is of paramount economic and societal importance. As critical rotating mechanical components of the transmission system, bearings make their fault diagnosis a topic of extensive attention. This paper provides a systematic review of image encoding-based bearing fault diagnosis methods tailored to the condition monitoring of HSTs. First, it categorizes the image encoding techniques applied in the field of bearing fault diagnosis. Then, a review of state-of-the-art studies has been presented, encompassing both monomodal image conversion and multimodal image fusion approaches. Finally, it highlights current challenges and proposes future research directions to advance intelligent fault diagnosis in HSTs, aiming to provide a valuable reference for researchers and engineers in the field of intelligent operation and maintenance.展开更多
Aerodynamic drag is the dominant factor contributing to energy consumption as the operational speed of high speed trains increases,necessitating effective aerodynamic optimization strategies.This study investigates th...Aerodynamic drag is the dominant factor contributing to energy consumption as the operational speed of high speed trains increases,necessitating effective aerodynamic optimization strategies.This study investigates the aerodynamic characteristics of the bogie region under two bogie fairing configurations:baseline bogie fairing(BBF)and full bogie fairing(FBF).Both stationary and rotating wheelset conditions are considered.Wind tunnel experiments were conducted on a full-scale bogie model equipped with a wheelset drive system to simulate wheelset rotation.Additionally,numerical simulations were employed to analyze flow structures.Results indicate that the FBF configuration promotes a more uniform front-to-rear pressure distribution in the bogie region.The rotation of the wheelset notably affects the airflow near the wheels and extends its influence throughout the entire bogie region.Specifically,wheelset rotation reduces drag by 6.38%in the BBF configuration but increases drag by 3.5%in the FBF configuration.Further analysis reveals that,in the FBF configuration,aerodynamic drag primarily originates from the wheelsets.The rotating wheelset increases the aerodynamic drag by 18.8%for the rear wheelset,which is attributed to the shift in the pressure curve on the wheelset in the rotating direction.Therefore,the impact of wheelset rotation on aerodynamic characteristics should not be overlooked.展开更多
The increase in aerodynamic drag brings high energy consumption,which is a critical issue in the development of high-speed trains.Inspired by the excellent hydrodynamic characteristics of fish movement in nature,a two...The increase in aerodynamic drag brings high energy consumption,which is a critical issue in the development of high-speed trains.Inspired by the excellent hydrodynamic characteristics of fish movement in nature,a two-dimensional numerical simulation method based on spring-smoothing model and adaptive mesh technology was utilized to explore the effects of different fishtail structures and two flexible motion modes(Eel mode and Lunate-tail mode)on the wake of high-speed trains,and to assess their potential for aerodynamic drag reduction.Results indicate that the biomimetic fishtail successfully suppresses the alternating shedding of vortices in the wake,and induces the aerodynamic drag fluctuation period to align with the fishtail oscillation period.The fishtail length,oscillation mode,and frequency have a significant impact on the wake flow and aerodynamic drag of the train.Among these,a 1850 mm Eel fishtail with parameters ofλ=1 and T=8 s achieves the optimal drag reduction effect,with drag reduction rates of 39.12%and 26.00%for the tail car and the entire train,respectively.These findings provide a theoretical basis for the design of new low-resistance railway trains,promoting the sustainable development of rail transit towards goals of high-speed and energy-efficient.展开更多
This study introduces a novel flow-through cowcatcher with integrated inlet and outlet channels as an aerodynamic noise mitigation strategy for the nose car of a high-speed train.The wall-adapting local eddy-viscosity...This study introduces a novel flow-through cowcatcher with integrated inlet and outlet channels as an aerodynamic noise mitigation strategy for the nose car of a high-speed train.The wall-adapting local eddy-viscosity large eddy simulation(WALE-LES)combined with the Ffowcs Williams-Hawkings(FW-H)acoustic analogy approach is employed to evaluate its impact on the aerodynamic and aeroacoustic characteristics of the leading bogie region.Compared with the conventional closed cowcatcher,results show that the flow-through structure suppresses the flow separation,promotes more stable vortex evolution within the bogie cavity,and reduces the spatial extent of high amplitude wall pressure fluctuations up to 40%,mitigating effectively the generation of aerodynamic noise.Semi anechoic wind tunnel experiments validate the simulation results and demonstrate that the sound pressure levels at the far field observers decrease by 0.4-0.6 dB(A)with the flow-through cowcatcher applied underneath the nose car.The dominant sound source around the leading bogie region is shrunk with intensity reduced about 1.0 dB(A).These findings confirm the effectiveness of the flow-through cowcatcher in reducing the aerodynamic noise produced from the leading bogie region,providing both theoretical insight and engineering guidance for structural optimization and low-noise design of the nose car in a high-speed train.展开更多
The aerodynamic performance of a high-speed train deteriorates sharply under crosswind,severely affecting its operational safety.This paper adopted a three-car high-speed train as the benchmark and established leeward...The aerodynamic performance of a high-speed train deteriorates sharply under crosswind,severely affecting its operational safety.This paper adopted a three-car high-speed train as the benchmark and established leeward side(LWS)airbag-train models.Based on the three-dimensional steady SST k-ωtwo-equation turbulence model,this study investigated the aerodynamic characteristics of trains under crosswind at three different airbag’s installation positions.The results show that the airbags installed on the LWS change the surface pressure distribution on the LWS of the train body,lowering the lateral force coefficient and overturning moment coefficient,and the aerodynamic performance of the train under crosswinds is enhanced.The airbag structure located at the top of the LWS(Model III)shows the most significant improvement in crosswind performance that the lateral force coefficient is reduced by 16.71%,and the lift coefficient is increased by 17.95%,which collectively led to a decrease in the train’s overturning moment coefficient by 23.65%.The research findings provide a reference for improving the anti-overturning performance of the next generation high-speed trains under crosswind.展开更多
The dynamic performance of high-speed trains is significantly influenced by sudden changes in aerodynamic loads(ADLs)when exiting a tunnel in a windy environment.Focusing on a double-track tunnel under construction in...The dynamic performance of high-speed trains is significantly influenced by sudden changes in aerodynamic loads(ADLs)when exiting a tunnel in a windy environment.Focusing on a double-track tunnel under construction in a mountain railway,we established an aerodynamic model involving a train exiting the tunnel,and verified it in the Fluent environment.Overset mesh technology was adopted to characterize the train’s movement.The flow field involving the train,tunnel,and crosswinds was simulated using the Reynolds-averaged turbulence model.Then,we built a comprehensive train-track coupled dynamic model considering the influences of ADLs,to investigate the vehicles’dynamic responses.The aerodynamics and dynamic behaviors of the train when affected by crosswinds with different velocities and directions are analyzed and discussed.The results show that the near-wall side crosswind leads to sharper variations in ADLs than the far-wall side crosswind.The leading vehicle suffers from more severe ADLs than other vehicles,which worsens the wheel-rail interaction and causes low-frequency vibration of the car body.When the crosswind velocity exceeds 20 m/s,significant wheel-rail impacts occur,and the running safety of the train worsens rapidly.展开更多
The interaction between the airflow and train influences the aerodynamic characteristics and dynamic performance of high-speed trains.This study focused on the fluid-solid coupling effect of airflow and HST,and propos...The interaction between the airflow and train influences the aerodynamic characteristics and dynamic performance of high-speed trains.This study focused on the fluid-solid coupling effect of airflow and HST,and proposed a co-simulation(CS)approach between computational fluid dynamics and multi-body dynamics.Firstly,the aerodynamic model was developed by employing overset mesh technology and the finite volume method,and the detailed train-track coupled dynamic model was established.Then the User Data Protocol was adopted to build data communication channels.Moreover,the proposed CS method was validated by comparison with a reported field test result.Finally,a case study of the HST exiting a tunnel subjected to crosswind was conducted to compare differences between CS and offline simulation(OS)methods.In terms of the presented case,the changing trends of aerodynamic forces and car-body displacements calculated by the two methods were similar.Differences mainly lie in aerodynamic moments and transient wheel-rail impacts.Maximum pitching and yawing moments on the head vehicle in the two methods differ by 21.1 kN∙m and 29.6 kN∙m,respectively.And wheel-rail impacts caused by sudden changes in aerodynamic loads are significantly severer in CS.Wheel-rail safety indices obtained by CS are slightly greater than those by OS.This research proposes a CS method for aerodynamic characteristics and dynamic performance of the HST in complex scenarios,which has superiority in computational efficiency and stability.展开更多
The pressure comfort of passengers and crew in high-speed trains faces significant challenges under alternating open-tunnel conditions.To better understand the mechanism of pressure transmission and control interior p...The pressure comfort of passengers and crew in high-speed trains faces significant challenges under alternating open-tunnel conditions.To better understand the mechanism of pressure transmission and control interior pressure fluctuations in high-altitude regions,this study develops an interior pressure fluctuation model.By establishing the frameworks of the non-ideal gas state equation and the polytropic process equation,gas heat transfer and mass transfer were expressed through the first law of thermodynamics and the continuity equation.Simulation results,evaluated by root mean square error,coefficient of determination,peak-to-peak error,and pressure change rate,show that the proposed model closely aligns with measured signals in both overall trends and local details.Data from various train types and tunnel scenarios further demonstrate the model's accuracy and practical applicability.This study provides a critical foundation for evaluating interior pressure comfort for high-speed trains in high-altitude regions.展开更多
Water-rich cracks represent common tunnel defects.Intense pressure waves generated by trains traveling through tunnels may undergo enhancement within water-rich cracks.Using the re-normalization group(RNG)k-εturbulen...Water-rich cracks represent common tunnel defects.Intense pressure waves generated by trains traveling through tunnels may undergo enhancement within water-rich cracks.Using the re-normalization group(RNG)k-εturbulence model and volume of fluid(VOF)method,this study analyzes the spatiotemporal distribution,spectral features,and influencing factors of pressure wave propagation in water-rich cracks when two high-speed trains intersect in a tunnel.The flow mechanisms underlying the pressure enhancement within water-rich cracks are also revealed.The main conclusions are as follows:1)The positive and negative peak pressure coefficients in water-rich cracks are 1.34 and-2.36,with corresponding pressure gradient peaks of 31.41 kPa/s and-34.01 kPa/s.Compared to the tunnel wall,the peak pressure coefficients and gradients exhibit increases of 34.41%/44.63%and 31.61%/60.46%,respectively.2)The dominant frequency of the pressure wave power spectral density(PSD)at the crack tip is 26.97%higher than that in the tunnel.The PSD peak value continuously increases with depth and is the largest at the crack tip,representing an increase of 9.36%compared to the tunnel.3)An increase in crack width reduces the peaks of pressure waves,pressure gradients,and PSD,while increases in vertical and transverse depths amplify these peaks.Crack width has the most significant impact on pressure waves and pressure gradients,while transverse depth has the most significant effect on PSD peak values.4)Driven by inertia and pressure differences,the water body oscillates variably,enhancing pressure fluctuation amplitude at the crack tip.The higher the water body's movement velocity,the greater the pressure gradient at the crack tip.The above research results may provide a reference for crack harnessing in high-speed railway tunnels.展开更多
Virtual coupling is a novel technology that enables trains to run closely together without physical connections through communication and automation systems.The paper addresses an adaptive polynomial approximation alg...Virtual coupling is a novel technology that enables trains to run closely together without physical connections through communication and automation systems.The paper addresses an adaptive polynomial approximation algorithm for the cooperative control of high-speed trains(HSTs)under virtual coupling.It aims to solve the cooperative tracking control problem of HST formation operations under various scenarios,including known and unknown parameters.To enable the HST formation system to achieve cooperative operation while ensuring an appropriate spacing distance,the tracking errors of displacement and speed throughout the entire operation converge to zero.The proposed control strategy focuses on adopting polynomial approximation to handle unknown parameters,which are estimated via adaptive laws.Additionally,the unknown parameters of the HSTs are estimated online through adaptive laws.Experimental results verify the effectiveness of this method.展开更多
文摘This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and the stress and aerodynamic load measurement points are reasonably arranged accordingly.The actual measurement is carried out in combination with the operating conditions of the existing lines.The stress variations and spectral characteristics of the train under different speed levels(80,160,180,200 km/h),tunnel entry and exit,and scraper action conditions were compared and analyzed.The stress amplification factors under tunnel intersection and scraper action were obtained,providing boundary conditions for the design of wipers for highspeed s.The research results show that the maximum stress of the wiper structure obtained through simulation calculation is concentrated at the connection of the wiper arm.Structural stress increases with the rise of speed grade.The stress increases by 1.11 times when the tunnel meets.When the scraper operates,the stress on the scraper arm increases by 4.1–7.6 times.Due to the broadband excitation effect of the aerodynamic load,the spectral energy of the structure is relatively high at the natural frequency,which excites the natural mode of the wiper.
基金financially supported by the Swedish Transport Administration(Trafikverket)through the“Excellence Area 4”and FOI-BBT program(Grant Nos.BBT-2019-022 and BBT-TRV 2024/132497).
文摘Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may compromise their fatigue capacity.The most common structural design for railway noise barriers consists of vertical configurations of posts and panels.However,there have been few dynamic analyses of steel post/wood panel noise barriers under train-induced aerodynamic loads.This study used dynamic finite element analysis to assess the dynamic behavior of such noise barriers.Analysis of a 40-m-long noise barrier model and a triangular simplified load model,the latter of which effectively represented the detailed aerodynamic load,were first used to establish the model and input of the moving load during dynamic simulation.Then,the effects of different parameters on the dynamic response of the noise barrier were evaluated,including the damping ratio,the profile of the steel post,the span length of the panel,the barrier height,and the train speed.Gray relational analysis indicated that barrier height exhibited the highest correlations with the dynamic responses,followed by train speed,post profile,span length,and damping ratio.A reduction in the natural frequency and an increase in the train speed result in a higher peak response and more pronounced fluctuations between the nose and tail waves.The dynamic amplification factor(DAF)was found to be related to both the natural frequency and train speed.A model was proposed showing that the DAF significantly increases as the square of the natural frequency decreases and the cube of the train speed rises.
基金Project(2020YFA0710903)supported by the National Key Research and Development Program of ChinaProject(2025ZZTS0623)supported by the Graduate Student Independent Innovation Project of Central South University,ChinaProject(202406370145)supported by the China Scholarship Council。
文摘The stability of high-speed trains under crosswind conditions has become a key consideration in aerodynamic design.As running speeds continue to increase and car body weight decreases,crosswinds pose a greater risk to train safety,significantly lowering the critical wind velocity.Therefore,developing strategies to enhance crosswind stability is essential.This study focuses on the leeward region adjacent to the train body,where separated flows with large vortices generate significant negative surface pressure.Enhancing this negative pressure distribution is proposed as a potential method to improve a train’s resistance to overturning.To achieve this,winglets are installed on the leeward side as a flow control measure,and their effects at different deflection angles are evaluated.The influence of five deflection angles on the leeward-side flow field and aerodynamic loads is analyzed,considering the head,middle,and tail cars.Results indicate that a deflection angle of 90°optimally reduces the overall overturning moment by 27.6%compared to the baseline model in a three-car configuration.These findings highlight that optimizing the winglet deflection angle to approximately 90°can significantly enhance a train’s resistance to overturning,offering valuable insights for aerodynamic optimization in strong wind conditions.
基金Project(2020YFA0710903)supported by the National Key R&D Program of ChinaProject(2024JK2037)supported by the Key Research and Development Program of Hunan Province,China+1 种基金Project(52402458)supported by the National Natural Science Foundation of ChinaProjects(2025ZZTS0703,2025ZZTS0209)supported by the Fundamental Research Funds for the Central Universities,China。
文摘The influence of train height on aerodynamic characteristics of high-speed train(HST)is significant in crosswind environments.This study employed the improved delayed detached eddy simulation(IDDES)turbulence model to analyze the aerodynamic characteristics of trains with three different heights under a crosswind of 20 m/s.The numerical model was validated through comparison with wind tunnel experimental data.A comprehensive analysis was conducted on the characteristics of the flow field around trains,surface pressure distribution,and aerodynamic loads for trains with different heights.Results indicate that the side force coefficient increased by up to 61.54%with an increase in train height from 3.89 to 4.19 m.Compared with the 3.89 m case,the roll moment coefficient on the head,middle,and tail cars for 4.19 m cases increased by 18.11%,24.78%and 34.23%,respectively.The increase in train height widens the impact width of the leading car’s front vortex on the leeward side and intensifies the helical shedding and coupling interactions of two vortices in the wake,leading to an increase in the intensity and extent of wake flow in both vertical and longitudinal directions.Additionally,the increase in height shifted the flow separation point on the leeward side,moving vortices farther from the train,expanding the back-flow region,and intensifying Reynolds stress and turbulent fluctuations on the leeward side,which adversely impacted train stability and safety.The research findings can provide a reference for the design of train configurations and the assessment of dynamic performance in crosswind environments.
基金Natural Science Foundation of Shandong Province(Grant No.ZR2022ME180)the National Natural Science Foundation of China(Grant No.51705267).
文摘High-speed trains operating in freezing rain are highly susceptible to severe ice accretion in the pantograph region,which compromises both power transmission efficiency and dynamic performance.To elucidate the underlying mechanisms of this phenomenon,an Euler-Euler multiphase flow model was employed to simulate droplet impingement and collection on the pantograph surface,while a glaze-ice formation model incorporating wall film dynamics was used to capture the subsequent growth of ice.The effects of key parameters—including liquid water content,ambient temperature,train velocity,and droplet diameter—on the amount and morphology of ice were systematically investigated.The results show that ice accumulation intensifies with increasing liquid water content decreasing ambient temperature,and rising train speed.In contrast,larger droplet diameters reduce the overall ice mass but promote localized accretion on major structural elements.This behavior arises because larger droplets,with greater inertia,are less susceptible to entrainment by airflow into the pantograph's base region.During extended operation,substantial ice buildup develops on the pantograph head and upper and lower arms,severely impairing current collection from the overhead line and hindering the pantograph's lifting and lowering motions.
基金Project(RE-KRIS/FF67/020)supported by the King Mongkut's Institute of Technology Ladkrabang(Fundamental Fund by National Science Research and Innovation Fund(NSRF)),Thailand。
文摘A train body's cross-sectional shape has a significant impact on aerodynamic drag and operational safety in high-speed trains(HSTs).This study extracts five design variables from a real-world HST body:height,width,side arc radius,arc radius at the connection between the side and the roof,and arc radius at the connection between the side and the train's bottom.The cross-validated Kriging surrogate model and the genetic algorithm are used to perform two types of aerodynamic optimization,with the cross-sectional area as a constraint.Cross-sectional shapes are optimized in both windless and windy conditions.Numerical results indicate that in a windless environment,the aerodynamic drag coefficient of the whole train is reduced by 2.4%;in a windy condition,the aerodynamic drag coefficient of the entire vehicle is reduced by 2.4%,and the aerodynamic lateral force of the leading car is reduced by 37.8%.These suggest that a flat and wide shape helps to reduce not only overall aerodynamic drag in a windless environment but also aerodynamic load in a windy environment,which can be accomplished by reducing the area of the side wall and top region,lowering the train body's height,increasing its width,and lowering the radius of the side and top arcs.
基金Project(12372049)supported by the National Natural Science Foundation of ChinaProject(2682023ZTPY036)supported by the Fundamental Research Funds for the Central Universities,ChinaProject(2023TPL-T06)supported by the Independent Project of State Key Laboratory of Rail Transit Vehicle System,China。
文摘Ventilation systems are critical for improving the cabin environment in high-speed trains,and their interest has increased significantly.However,whether air supply non-verticality deteriorates the cabin air environment,and the flow mechanism behind it and the degree of deterioration are not known.This study first analyzes the interaction between deflection angle and cabin flow field characteristics and ventilation performance.The results revealed that the interior temperature and pollutant concentration decreased slightly with increasing deflection angle,but resulted in significant deterioration of thermal comfort and air quality.This is evidenced by an increase in both draught rate and non-uniformity coefficient,an increase in the number of measurement points that do not satisfy the micro-wind speed and temperature difference requirements by about 5% and 15%,respectively,and an increase in longitudinal penetration of pollutants by a factor of about 5 and the appearance of locking regions at the ends of cabin.The results also show that changing the deflection pattern only affects the region of deterioration and does not essentially improve this deterioration.This study can provide reference and help for the ventilation design of high-speed trains.
基金Project(2020YFA0710902)supported by the National Key Research and Development Program of ChinaProject(12172308)supported by the National Natural Science Foundation of ChinaProject(2025RVL-QY-T24)supported by the Independent Project of State Key Laboratory of Rail Transit Vehicle System,China。
文摘Tunnel-induced noise amplification has become a major constraint for high-speed trains.This study employs a 1/10 scale three-coach high-speed train model,using the improved delayed detached eddy simulation(IDDES)method coupled with the perturbed convective wave model to investigate the unsteady flow evolution,aerodynamic noise source distribution,and near-field acoustic characteristics of high-speed trains under open-air and tunnel conditions.The results show that the blocking effect of the tunnel wall enhances flow compression,increases local velocity,and aggravates flow disturbances and pressure fluctuations near the pantograph and tail car.In the tunnel,the total sound source energy reaches 1.14×10^(12)N^(2)/s^(2),5.26 times higher than in open air,with significant increases in the tail car,bogies,and pantograph.Bogie noise concentrates in the 50 to 1000 Hz range,while pantograph noise dominates from 1500 to 2500 Hz.Tunnel conditions further enhance peak distributions in the low and medium frequency bands.Although pressure disturbances on the train surface are mainly dominated by hydrodynamic effects,the radiated acoustic energy of the sound pressure levels on the roof and side surfaces is amplified by 33.3 and 22.6 times,far exceeding hydrodynamic energy amplification factors of 8.6 and 6.3.The study reveals coupled flow and acoustic mechanisms in tunnels,supporting noise reduction design for high-speed trains.
基金Project(2022YFB2603400)supported by the National Key Research and Development Program,China。
文摘This paper aims to explore the influence of different noise barrier heights on the sound source generation mechanisms of higher-speed trains(400 km/h)using a combination of delayed detached eddy simulation(DDES)and Ffowcs Williams-Hawkings(FW-H)equations.Four cases are investigated and compared,i.e.1)no barrier,2)2.3 m,3)3.3 m,and 4)4.3 m single-side barriers on a bridge.Numerical results show that the presence of noise barriers causes an increase in sound source intensity ranging from 2.1 to 2.8 dB(A).However,the relationship between the barrier height and the increase in sound source intensity varies across different parts of the train.Compared with the head and front middle cars,the boundary layer is thicker around the rear-middle and tail car areas.A thick boundary layer introduces the influence of the crash wall,causing asymmetry and increases in sound source intensity.This is due to the deceleration region formed between the crash wall and the rail surface,as well as the acceleration region formed by the contraction of the flow channel in the noise barrier,both of which influence the sound source's characteristics.In addition,higher barriers exacerbate asymmetry and increases in sound source intensity.
文摘Purpose–Regarding that Ultraviolet radiation,pollutant adsorption,and environmental changes may be the main reasons for the aging and yellowing on windshield rubber in high-speed trains,countermeasures are proposed to solve the aging and yellowing of windshield rubber and reduce the adverse effects caused by rubber yellowing.Design/methodology/approach–Scanning electron microscopy(SEM)and energy dispersive spectroscopy(EDS)were used to test the yellowed windshield rubber.Aging tests,including UVaging,natural aging and salt spray aging,were conducted to analyze the effects of aging on the windshield rubber.Different cleaning agents were selected to soak the windshield rubber,and the quality,hardness,and surface appearance of the rubber samples were tested.Findings–After UV aging,antioxidants migrated to the surface of the windshield rubber,but due to oxidation failure,they could not capture free radicals,leading to continued oxidation reactions within the material and resulting in yellowing of the rubber in a short period of time.Originality/value–Cleaning agents have a minimal impact on windshield rubber,UV aging has the greatest impact and natural aging is a gradual and slow deterioration process.Through daily deep cleaning and maintenance with protective agents at regular intervals,the deterioration of windshield rubber yellowing in high-speed trains can be effectively suppressed.
基金supported by the Fundamental Research Funds for the Central Universities(No.2024JBZX027)the National Natural Science Foundation of China(No.52375078).
文摘High-Speed Trains (HSTs) have emerged as a mainstream mode of transportation in China, owing to their exceptional safety and efficiency. Ensuring the reliable operation of HSTs is of paramount economic and societal importance. As critical rotating mechanical components of the transmission system, bearings make their fault diagnosis a topic of extensive attention. This paper provides a systematic review of image encoding-based bearing fault diagnosis methods tailored to the condition monitoring of HSTs. First, it categorizes the image encoding techniques applied in the field of bearing fault diagnosis. Then, a review of state-of-the-art studies has been presented, encompassing both monomodal image conversion and multimodal image fusion approaches. Finally, it highlights current challenges and proposes future research directions to advance intelligent fault diagnosis in HSTs, aiming to provide a valuable reference for researchers and engineers in the field of intelligent operation and maintenance.
基金Projects(52322215,U2368213,U24B20119,12202142)supported by the National Natural Science Foundation of China。
文摘Aerodynamic drag is the dominant factor contributing to energy consumption as the operational speed of high speed trains increases,necessitating effective aerodynamic optimization strategies.This study investigates the aerodynamic characteristics of the bogie region under two bogie fairing configurations:baseline bogie fairing(BBF)and full bogie fairing(FBF).Both stationary and rotating wheelset conditions are considered.Wind tunnel experiments were conducted on a full-scale bogie model equipped with a wheelset drive system to simulate wheelset rotation.Additionally,numerical simulations were employed to analyze flow structures.Results indicate that the FBF configuration promotes a more uniform front-to-rear pressure distribution in the bogie region.The rotation of the wheelset notably affects the airflow near the wheels and extends its influence throughout the entire bogie region.Specifically,wheelset rotation reduces drag by 6.38%in the BBF configuration but increases drag by 3.5%in the FBF configuration.Further analysis reveals that,in the FBF configuration,aerodynamic drag primarily originates from the wheelsets.The rotating wheelset increases the aerodynamic drag by 18.8%for the rear wheelset,which is attributed to the shift in the pressure curve on the wheelset in the rotating direction.Therefore,the impact of wheelset rotation on aerodynamic characteristics should not be overlooked.
基金Project(2025A1515011803)supported by the Guangdong Basic and Applied Basic Research Foundation,ChinaProject(2023JC01020)supported by the Jiangmen Basic and Theoretical Science Research Plan,China。
文摘The increase in aerodynamic drag brings high energy consumption,which is a critical issue in the development of high-speed trains.Inspired by the excellent hydrodynamic characteristics of fish movement in nature,a two-dimensional numerical simulation method based on spring-smoothing model and adaptive mesh technology was utilized to explore the effects of different fishtail structures and two flexible motion modes(Eel mode and Lunate-tail mode)on the wake of high-speed trains,and to assess their potential for aerodynamic drag reduction.Results indicate that the biomimetic fishtail successfully suppresses the alternating shedding of vortices in the wake,and induces the aerodynamic drag fluctuation period to align with the fishtail oscillation period.The fishtail length,oscillation mode,and frequency have a significant impact on the wake flow and aerodynamic drag of the train.Among these,a 1850 mm Eel fishtail with parameters ofλ=1 and T=8 s achieves the optimal drag reduction effect,with drag reduction rates of 39.12%and 26.00%for the tail car and the entire train,respectively.These findings provide a theoretical basis for the design of new low-resistance railway trains,promoting the sustainable development of rail transit towards goals of high-speed and energy-efficient.
基金Projects(51875411,52232013)supported by the National Natural Science Foundation of ChinaProject(19DZ2290400)supported by the Shanghai Professional Technical Service Platform Program,China。
文摘This study introduces a novel flow-through cowcatcher with integrated inlet and outlet channels as an aerodynamic noise mitigation strategy for the nose car of a high-speed train.The wall-adapting local eddy-viscosity large eddy simulation(WALE-LES)combined with the Ffowcs Williams-Hawkings(FW-H)acoustic analogy approach is employed to evaluate its impact on the aerodynamic and aeroacoustic characteristics of the leading bogie region.Compared with the conventional closed cowcatcher,results show that the flow-through structure suppresses the flow separation,promotes more stable vortex evolution within the bogie cavity,and reduces the spatial extent of high amplitude wall pressure fluctuations up to 40%,mitigating effectively the generation of aerodynamic noise.Semi anechoic wind tunnel experiments validate the simulation results and demonstrate that the sound pressure levels at the far field observers decrease by 0.4-0.6 dB(A)with the flow-through cowcatcher applied underneath the nose car.The dominant sound source around the leading bogie region is shrunk with intensity reduced about 1.0 dB(A).These findings confirm the effectiveness of the flow-through cowcatcher in reducing the aerodynamic noise produced from the leading bogie region,providing both theoretical insight and engineering guidance for structural optimization and low-noise design of the nose car in a high-speed train.
基金Project(2020YFA0710903)supported by the National Key Research and Development Program of ChinaProjects(52372370,52388102)supported by the National Natural Science Foundation of China。
文摘The aerodynamic performance of a high-speed train deteriorates sharply under crosswind,severely affecting its operational safety.This paper adopted a three-car high-speed train as the benchmark and established leeward side(LWS)airbag-train models.Based on the three-dimensional steady SST k-ωtwo-equation turbulence model,this study investigated the aerodynamic characteristics of trains under crosswind at three different airbag’s installation positions.The results show that the airbags installed on the LWS change the surface pressure distribution on the LWS of the train body,lowering the lateral force coefficient and overturning moment coefficient,and the aerodynamic performance of the train under crosswinds is enhanced.The airbag structure located at the top of the LWS(Model III)shows the most significant improvement in crosswind performance that the lateral force coefficient is reduced by 16.71%,and the lift coefficient is increased by 17.95%,which collectively led to a decrease in the train’s overturning moment coefficient by 23.65%.The research findings provide a reference for improving the anti-overturning performance of the next generation high-speed trains under crosswind.
基金National Natural Science Foundation of China(No.52388102)New Cornerstone Science Foundation through the Xplorer Prize.
文摘The dynamic performance of high-speed trains is significantly influenced by sudden changes in aerodynamic loads(ADLs)when exiting a tunnel in a windy environment.Focusing on a double-track tunnel under construction in a mountain railway,we established an aerodynamic model involving a train exiting the tunnel,and verified it in the Fluent environment.Overset mesh technology was adopted to characterize the train’s movement.The flow field involving the train,tunnel,and crosswinds was simulated using the Reynolds-averaged turbulence model.Then,we built a comprehensive train-track coupled dynamic model considering the influences of ADLs,to investigate the vehicles’dynamic responses.The aerodynamics and dynamic behaviors of the train when affected by crosswinds with different velocities and directions are analyzed and discussed.The results show that the near-wall side crosswind leads to sharper variations in ADLs than the far-wall side crosswind.The leading vehicle suffers from more severe ADLs than other vehicles,which worsens the wheel-rail interaction and causes low-frequency vibration of the car body.When the crosswind velocity exceeds 20 m/s,significant wheel-rail impacts occur,and the running safety of the train worsens rapidly.
基金Supported by the Sichuan Science and Technology Program(Grant No.2023ZDZX0008)the National Natural Science Foundation of China(Grant No.52388102)the New Cornerstone Science Foundation through the XPLORER PRIZE.
文摘The interaction between the airflow and train influences the aerodynamic characteristics and dynamic performance of high-speed trains.This study focused on the fluid-solid coupling effect of airflow and HST,and proposed a co-simulation(CS)approach between computational fluid dynamics and multi-body dynamics.Firstly,the aerodynamic model was developed by employing overset mesh technology and the finite volume method,and the detailed train-track coupled dynamic model was established.Then the User Data Protocol was adopted to build data communication channels.Moreover,the proposed CS method was validated by comparison with a reported field test result.Finally,a case study of the HST exiting a tunnel subjected to crosswind was conducted to compare differences between CS and offline simulation(OS)methods.In terms of the presented case,the changing trends of aerodynamic forces and car-body displacements calculated by the two methods were similar.Differences mainly lie in aerodynamic moments and transient wheel-rail impacts.Maximum pitching and yawing moments on the head vehicle in the two methods differ by 21.1 kN∙m and 29.6 kN∙m,respectively.And wheel-rail impacts caused by sudden changes in aerodynamic loads are significantly severer in CS.Wheel-rail safety indices obtained by CS are slightly greater than those by OS.This research proposes a CS method for aerodynamic characteristics and dynamic performance of the HST in complex scenarios,which has superiority in computational efficiency and stability.
基金Project(52372402)supported by the National Natural Science Foundation of China。
文摘The pressure comfort of passengers and crew in high-speed trains faces significant challenges under alternating open-tunnel conditions.To better understand the mechanism of pressure transmission and control interior pressure fluctuations in high-altitude regions,this study develops an interior pressure fluctuation model.By establishing the frameworks of the non-ideal gas state equation and the polytropic process equation,gas heat transfer and mass transfer were expressed through the first law of thermodynamics and the continuity equation.Simulation results,evaluated by root mean square error,coefficient of determination,peak-to-peak error,and pressure change rate,show that the proposed model closely aligns with measured signals in both overall trends and local details.Data from various train types and tunnel scenarios further demonstrate the model's accuracy and practical applicability.This study provides a critical foundation for evaluating interior pressure comfort for high-speed trains in high-altitude regions.
基金Project(51978670)supported by the National Natural Science Foundation of ChinaProject(N2024G018)supported by the Science and Technology Research and Development Program Project of China Railway+1 种基金Projects(Major Project:2021-Major-01 and 2023-Major-12Major Special Project:2021-Special-04-2)supported by the Science and Technology Research and Development Program Project of China Railway Group Limited。
文摘Water-rich cracks represent common tunnel defects.Intense pressure waves generated by trains traveling through tunnels may undergo enhancement within water-rich cracks.Using the re-normalization group(RNG)k-εturbulence model and volume of fluid(VOF)method,this study analyzes the spatiotemporal distribution,spectral features,and influencing factors of pressure wave propagation in water-rich cracks when two high-speed trains intersect in a tunnel.The flow mechanisms underlying the pressure enhancement within water-rich cracks are also revealed.The main conclusions are as follows:1)The positive and negative peak pressure coefficients in water-rich cracks are 1.34 and-2.36,with corresponding pressure gradient peaks of 31.41 kPa/s and-34.01 kPa/s.Compared to the tunnel wall,the peak pressure coefficients and gradients exhibit increases of 34.41%/44.63%and 31.61%/60.46%,respectively.2)The dominant frequency of the pressure wave power spectral density(PSD)at the crack tip is 26.97%higher than that in the tunnel.The PSD peak value continuously increases with depth and is the largest at the crack tip,representing an increase of 9.36%compared to the tunnel.3)An increase in crack width reduces the peaks of pressure waves,pressure gradients,and PSD,while increases in vertical and transverse depths amplify these peaks.Crack width has the most significant impact on pressure waves and pressure gradients,while transverse depth has the most significant effect on PSD peak values.4)Driven by inertia and pressure differences,the water body oscillates variably,enhancing pressure fluctuation amplitude at the crack tip.The higher the water body's movement velocity,the greater the pressure gradient at the crack tip.The above research results may provide a reference for crack harnessing in high-speed railway tunnels.
基金supported in part by the National Natural Science Foundation of China(Grant Nos.62203246 and 62003127)Shandong Provincial Natural Science Foundation(Grant No.ZR2024QF041)the Natural Science Foundation of Hebei Province(Grant No.F2023202060)。
文摘Virtual coupling is a novel technology that enables trains to run closely together without physical connections through communication and automation systems.The paper addresses an adaptive polynomial approximation algorithm for the cooperative control of high-speed trains(HSTs)under virtual coupling.It aims to solve the cooperative tracking control problem of HST formation operations under various scenarios,including known and unknown parameters.To enable the HST formation system to achieve cooperative operation while ensuring an appropriate spacing distance,the tracking errors of displacement and speed throughout the entire operation converge to zero.The proposed control strategy focuses on adopting polynomial approximation to handle unknown parameters,which are estimated via adaptive laws.Additionally,the unknown parameters of the HSTs are estimated online through adaptive laws.Experimental results verify the effectiveness of this method.
