Study on the aerodynamic noise characteristics of high-speed pantographs with different strip spacings

Li, Tian; Qin, Deng; Zhang, Weihua; Zhang, Jiye

doi:10.1016/j.jweia.2020.104191

Cited by 39 publications

(10 citation statements)

References 25 publications

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“…The upper and lateral boundaries are set as the symmetry condition, and the bottom is set as the slip wall with the speed of incoming flow. According to the research of Li et al (2018Li et al ( , 2020, the kω SST (Shear Stress Transport) turbulence model is able to capture the airflow on the train surface. Meanwhile, the SIMPLE (Semi-Implicit Method for Pressure-Linked Equations) algorithm and the second order discretization method are adopted to obtain the flow field and pressure.…”

Section: Cc2 Mid2mentioning

confidence: 99%

Numerical investigation on the aerodynamic resistances of double-unit trains with different gap lengths

Dai

Maruyama

et al. 2021

Engineering Applications of Computational Fluid Mechanics

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Double-unit trains increase passenger capacity but also increase energy consumption. Therefore, research about the aerodynamic resistance of a double-unit train is of great importance to save energy. In this study, a commercial long-marshalling high-speed train and 8 kinds of double-unit trains are used to investigate the effect of the gap length on aerodynamic resistance. The results show that the aerodynamic resistance of the double-unit train is 8.5%-12.9% larger than that of the long-marshalling train. It is the tail car (CC1 car) of the first single-unit train and the head car (CC2 car) of the second single-unit train that lead to the difference in resistance. For the double-unit trains with different gap length, the resistance increases incrementally with the gap length, which is also mainly caused by the CC1 and CC2 cars. With increases to the gap length (starting from 0 mm), the resistance of the CC1 car increases with the cremental increases in the gap lengths. The resistance of the CC2 car also gradually increases when the gap lengths become larger. The resistance of the CC1 car with a gap length of 0 mm is slightly greater than that with 25 mm.

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Section: Cc2 Mid2mentioning

confidence: 99%

Numerical investigation on the aerodynamic resistances of double-unit trains with different gap lengths

Dai

Maruyama

et al. 2021

Engineering Applications of Computational Fluid Mechanics

Self Cite

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show abstract

“…According to the solution setup mentioned above, the aerodynamic noise generated by a cylinder with a diameter of 10 mm at inflow velocity of 72 m/s is simulated. This case is also used to verify the calculation method in other literatures on pantograph aerodynamic noise research [10,19,25]. Fig.…”

Section: Verification Of Calculation Methodsmentioning

confidence: 93%

“…Kim et al [17,18] investigated the influence of pantograph cavity on the flow field and aerodynamic noise of pantograph area by numerical simulation. Li et al [19] studied the effect of the strip spacing on the aerodynamic noise characteristics of the pantograph by numerical simulation, an important conclusion is that the single-strip pantograph has better aerodynamic and aeroacoustic performance than double-strip pantograph.…”

Section: Introductionmentioning

confidence: 99%

Numerical Investigation on the Aerodynamic Noise Generated by a Simplified Double-Strip Pantograph

Shi¹,

Ge²,

Sheng³

2022

Fluid Dynamics &Amp; Materials Processing

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In order to understand the mechanism by which a pantograph can generate aerodynamic noise and grasp its farfield characteristics, a simplified double-strip pantograph is analyzed numerically. Firstly, the unsteady flow field around the pantograph is simulated in the frame of a large eddy simulation (LES) technique. Then the location of the main noise source is determined using surface fluctuating pressure data and the vortex structures in the pantograph flow field are analyzed by means of the Q-criterion. Based on this, the relationship between the wake vortex and the intensity of the aerodynamic sound source on the pantograph surface is discussed. Finally, the far-field aerodynamic noise is calculated by means of the Ffowcs Williams-Hawkings (FW-H) equation, and the contribution of each component to total noise and the frequency spectrum characteristics are analyzed. The results show that on the pantograph surface where vortex shedding or interaction with the wake of upstream components occurs, the pressure fluctuation is more intense, resulting in strong dipole sources. The far-field aerodynamic noise energy of the pantograph is mainly concentrated in the frequency band below 1500 Hz. The peaks in the frequency spectrum are mainly generated by the base frame, balance arm and the rear strip, which are also the main contributors to the aerodynamic noise.

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“…DES was commonly used in the existing previous research to simulate the turbulent flow around the trains. (Flynn et al, 2014; 2019; Guo et al, 2020b;Li et al, 2018Li et al, , 2020Muld et al, 2013;Niu et al, 2020b;Zhang et al, 2016).…”

Section: Numerical Methodologymentioning

confidence: 99%

Numerical simulation of the aerodynamic characteristics of double unit train

Guo

Liu

Hemida

et al. 2020

Engineering Applications of Computational Fluid Mechanics

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Double unit trains running at high speeds may create additional aerodynamic challenges due to two streamlined structures with close proximity, exploring the aerodynamic performance of double unit trains is now critical. In this study, detached eddy simulation (DES) approach was employed to study the aerodynamic performance and the nearby flow patterns of a double unit train, whose results were compared and analyzed with that of a single-unit train with a same length. The results showed that the coupling method could change the aerodynamic drag on each car and tended to increase the overall drag of the double unit train. The lift force of the front car near the coupler was significantly increased. Similar slipstream distributions were found around the front half single and double-unit train except in a region close to the coupler. Due to the coupling structure, the slipstream of the rear half of double unit train was much stronger compared to single unit train. The vortex region behind the double-unit train was much wider than that of the single-unit train and was accompanied by greater vortex-shedding.

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Study on the aerodynamic noise characteristics of high-speed pantographs with different strip spacings

Cited by 39 publications

References 25 publications

Numerical investigation on the aerodynamic resistances of double-unit trains with different gap lengths

Numerical investigation on the aerodynamic resistances of double-unit trains with different gap lengths

Numerical Investigation on the Aerodynamic Noise Generated by a Simplified Double-Strip Pantograph

Numerical simulation of the aerodynamic characteristics of double unit train

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