On the optimal model configuration for aerodynamic modeling of open cargo railway train

Golovanevskiy, Vladimir; Chmovzh, V. V.; Girka, Yuriy V.

doi:10.1016/j.jweia.2012.03.035

Cited by 33 publications

(25 citation statements)

References 14 publications

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“…Thus, the average value of the aerodynamic characteristics of these wagons can be considered as the aerodynamic characteristic of this specific passenger wagon when it is placed in the middle of the train. It should be noted that this result was also reported by Golovanevskiy et al (2012) for long cargo railway trains. The average LFC and SFC for Reynolds number 1.587 9 10 5 are 0.1 and 0.004 at yaw angle 0°; 0.221 and 0.416 at yaw angle Fig.…”

Section: Resultssupporting

confidence: 85%

“…The following boundary conditions are determined with regard to the work of Golovanevskiy et al (2012) (Fig. 7):…”

Section: Geometry and Boundary Conditionsmentioning

confidence: 99%

“…Table 1 represents the calculated Reynolds number values for 1:26 scale train model and different airflow velocities. Regarding the independency of aerodynamic characteristics of the passenger train from Reynolds number, it was thoroughly discussed in the work of Golovanevskiy et al (2012). They note that in the case of frontal air drag of a long cargo railway train, a railcar can be considered a quasi-square prism with fineness ratio f (i.e., width-todepth ratio) of f B 1, which satisfies the non-dependency of Reynolds number.…”

Section: Aerodynamic Coefficients and Reynolds Numbermentioning

confidence: 99%

“…Aerodynamics of open cargo railway trains has been investigated by Churkov (2007), Astakhov (1966) and Hoerner (1965) as well. The effect of freight wagon number on the longitudinal and side forces has been also studied by Golovanevskiy et al (2012). The results of their investigation revealed that the optimal model configuration consists of six freight wagons with two streamlined bodies at the beginning and the end of the train.…”

Section: Introductionmentioning

confidence: 99%

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Aerodynamic Characteristics Investigation of a Passenger Train Under Crosswind

Rabani

Khorasani

Rabani

2016

Iran. J. Sci. Technol. Trans. Mech. Eng.

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The aim of this study is to investigate experimentally and numerically the effect of the crosswind and wagon numbers to the aerodynamic characteristics as well as fuel consumption of the locomotive Alstom AD43C and some specified passenger wagons behind it. Turbulent, incompressible, and 3D airflow has been considered for numerical simulation. Simulations are carried out for yaw angles 0°, 15°, and 30°for different airflow velocities. A total of 16 pressure tabs were employed to measure the air pressure at various points on the 1:26 scaled model of the train in the experimental investigation. Comparison between the numerical and the experimental results verifies the numerical simulation method. The results show that the variation of the longitudinal force coefficient (LFC) and side force coefficient (SFC) in the middle wagons (except for the first two and last two wagons) is similar. The LFC and SFC of these wagons are 0.239 and 1.251, respectively, for the Reynolds number 1.587 9 10 5 (airflow velocity 30 m/s) and the yaw angle 30°. However, the Reynolds number effect is insignificant. The yaw angle effect on the train fuel consumption is more important. Moreover, the fuel consumption increases by approximately 25 % from the yaw angle 0°to 30°for ten wagons at the Reynolds number 1.587 9 10 5 .

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Section: Resultssupporting

confidence: 85%

“…The following boundary conditions are determined with regard to the work of Golovanevskiy et al (2012) (Fig. 7):…”

Section: Geometry and Boundary Conditionsmentioning

confidence: 99%

Section: Aerodynamic Coefficients and Reynolds Numbermentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Aerodynamic Characteristics Investigation of a Passenger Train Under Crosswind

Rabani

Khorasani

Rabani

2016

Iran. J. Sci. Technol. Trans. Mech. Eng.

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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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