Application of CFD to Rail Car and Locomotive Aerodynamics

Paul, James C.; Johnson, Richard W.; Yates, Robert Giertz

doi:10.1007/978-3-540-85070-0_25

Cited by 14 publications

(11 citation statements)

References 13 publications

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“…It was found that two inter-car gaps with a 1/20th scale length of 25 mm increased the drag coefficient by 0.013. James et al 6 investigated the aerodynamic performances of an intermodal freight train with containers. The effects of inter-container spacing on the drag force were discussed.…”

Section: Introductionmentioning

confidence: 99%

Effect of the inter-car gap length on the aerodynamic characteristics of a high-speed train

Wang

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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In wind tunnel experiments, the inter-car gaps are designed in such a way as to separate the force measurements for each car and prevent the interference between cars during tests. Moreover, the inter-car gap has a significant effect on the aerodynamic drag of a train. In order to guide the design of the inter-car gaps between cars in wind tunnel experiments, the impact of the inter-car gap length on the aerodynamic characteristics of a 1/8th scale high-speed train is investigated using computational fluid dynamics. The shear stress transport k-! model is used to simulate the flow around a highspeed train. The aerodynamic characteristics of the train with 10 different inter-car gap lengths are numerically simulated and compared. The 10 different inter-car gap lengths are 5, 8, 10, 15, 20, 30, 40, 50, 60, and 80 mm. Results indicate that the aerodynamic drag coefficients obtained using computational fluid dynamics fit the experimental data well. Rapid pressure variations appear in the upper and lower parts of the inter-car gaps. With the increase of the inter-car gap length, the drag force coefficient of the head car gradually increases. The total drag force coefficients of the trains with the inter-car gap length less than 10 mm are practically equal to those of the trains without inter-car gaps. Therefore, it can be concluded from the present study that 10 mm is recommended as the inter-car gap length for the 1/8th scale highspeed train models in wind tunnel experiments.

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Section: Introductionmentioning

confidence: 99%

Effect of the inter-car gap length on the aerodynamic characteristics of a high-speed train

Wang

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…In calculus aerodynamic calculations, the one playing the most roles is the part of the frontal coefficient. Fuel consumption calculations are performed to determine the effect of reducing drag on locomotive fuel consumption (James C. Paul et al, 2009).…”

Section: Energy On Trainmentioning

confidence: 99%

“…Fuel requirements, of course, also depend very much on train speed and train weight. Assuming a constant train speed, the formulation of train requirements, according to Paul & Johnson (2009), is as follows: The shape of high-speed trains' nose is an important control factor that affects not only aerodynamic performance, but also aerodynamic noise (Y. An et al, 2017).…”

Section: Energy On Trainmentioning

confidence: 99%

Optimal Shape Design of Medium-Speed Train based on Aerodynamics Performance

Sugiono¹,

Sedaju²,

Novareza³

et al. 2019

ujme

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Train aerodynamic performance greatly affects the efficiency of driving energy and passengers' comfort. This paper aimed to simulate several forms of train models that produce low and stable aerodynamic obstacles as well as low noise at medium speeds of 120-1 50 km/hr. The first step to do was the study of literature on train design models, aeroacoustics, aerodynamics, and human ergonomics. Existing 3D CAD and S-R train models with slender ratios γ = 4, 6, and 8 were tested using Computational Fluid Dynamics (CFD) and Computational Aerospace (CAA) to determine the impact of airflow. The models that have been built were tested at medium speeds of 120 to 150 km/hr. The final simulation results showed that the existing train produced a drag coefficient (Cd) of around 1.27, average noise of 35.9dB, and fuel requirements by 1.7 liters/km. It is different from trains with a slenderness ratio = 6 that produces the best aerodynamic performance with a drag coefficient (Cd) around 0.436, average noise of 9.4 dB, and fuel consumption of 0.73 liters/km. The results concluded that the medium speed needs to adjust the S-R train model with a slenderness ratio γ = 6 that can produce an aerodynamic performance to improve train user comfort and save fuel.

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“…In line with industrial needs a number of studies have analysed drag effects of open top wagons (Golovanevskiy et al, 2012), container wagons Flynn et al, 2013;Östh and Krajnović, 2013) and locomotives (Paul et al, 2009). Large differences in flow development and drag coefficients were observed between a single wagon and a series of wagons within a train consist (Östh and Krajnović, 2013).…”

Section: Freight Researchmentioning

confidence: 99%

The Aerodynamics of a Container Freight Train

Soper

2016

Springer Theses

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This research aims to characterise the aerodynamic flow around a container freight train and investigate how changing the container loading configuration affects the magnitude of aerodynamic forces measured on a container. Experiments were carried out using a 1/25th scale moving model freight train at the University of Birmingham's TRAIN rig facility. The model was designed to enable different container loading configurations and train lengths to be tested. A series of experiments to measure slipstream velocities and static pressure were undertaken to assess the influence of container loading configuration. Experiments to measure aerodynamic loads on a container were carried out using an on-board pressure monitoring system built into a specifically designed measuring container. A collation of full scale freight data from previous studies provided a tool to validate model scale data.Analysis of freight data found it was possible to present slipstream results as a series of flow regions. Clear differences in slipstream development and aerodynamic load coefficients were observed for differing container loading configurations. Velocity and pressure magnitudes measured in the nose region were larger than values observed previously. For container loading efficiencies higher than 50% boundary layer growth stabilises rapidly, however, for less than 50% continual boundary layer growth was observed until after 100m when stabilisation occurs. Velocities in the lateral and vertical directions have magnitudes larger than previously observed; increasing the overall magnitude by ∼10%. Comparison of model and full scale data showed good agreement, indicating Reynolds number independence. An analysis of TSI safety limits found results lie close to, but do not break, existing limits. Aerodynamic load coefficients were compared with previous studies and shown to be characteristic of typical values measured for a 30• yaw angle; however, differences between static wind tunnel and moving model results were discovered.

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Application of CFD to Rail Car and Locomotive Aerodynamics

Cited by 14 publications

References 13 publications

Effect of the inter-car gap length on the aerodynamic characteristics of a high-speed train

Effect of the inter-car gap length on the aerodynamic characteristics of a high-speed train

Optimal Shape Design of Medium-Speed Train based on Aerodynamics Performance

The Aerodynamics of a Container Freight Train

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