Study of Wake Profiles of a Simplified Model of High Speed Train Using RANS and LES Turbulent Models

2014 ◽  
Vol 629 ◽  
pp. 426-430
Author(s):  
Sufiah Mohd Salleh ◽  
Mohamed Sukri Mat Ali ◽  
Sheikh Ahmad Zaki Shaikh Salim ◽  
Sallehuddin Muhamad ◽  
Muhammad Iyas Mahzan
Keyword(s):  
High Speed ◽  
Large Scale ◽  
Sudden Change ◽  
Domain Size ◽  
Recirculation Region ◽  
Bluff Bodies ◽  
Computational Domain ◽  
High Speed Train ◽  
Free Shear Layer ◽  
Turbulent Models

Flow structure over bluff bodies is more complex in wake. The wake is characterized by the unsteady behavior of the flow, large scale turbulent structure and strong recirculation region. For the case of high speed train, wake can be observed at the gap between the coaches and also on the rear coach. Wakes formation of high speed train are generated by free shear layer that is originated from the flow separation due to the sudden change in geometry. RANS and LES turbulent models are used in this paper to stimulate the formation of wakes and behavior of the flow over a simplified high speed train model. This model consists of two coaches with the gap between them is 0.5D. A total of four simulations have been made to study the effect of computational domain size and grid resolution on wake profiles of a simplified high speed train. The result shows that the computational domain can be reduced by decreasing the ground distance to 1.5D without affecting the magnitude of the wake profile. Both RANS and LES can capture the formation of the wake, but LES requires further grid refinement as the results between the two grid resolutions are grid dependent.

Visual analytics towards axle health of high-speed train based on large-scale scatter image

2019 ◽  
Vol 79 (23-24) ◽  
pp. 16663-16681
Author(s):  
Kunlin Zhang ◽  
Jihui Xu ◽  
Huaiyu Xu ◽  
Ruidan Su
Keyword(s):  
Visual Analytics ◽  
High Speed ◽  
Large Scale ◽  
High Speed Train

A ‘turbulent spot’ in an axisymmetric free shear layer. Part 1

1980 ◽  
Vol 98 (1) ◽  
pp. 65-95 ◽  
Author(s):  
M. Sokolov ◽  
A. K. M. F. Hussain ◽  
S. J. Kleis ◽  
Z. D. Husain
Keyword(s):  
Boundary Layer ◽  
High Speed ◽  
Large Scale ◽  
Mixing Layer ◽  
Streamwise Velocity ◽  
Reynolds Stresses ◽  
Free Shear Layer ◽  
Turbulent Spot ◽  
Air Jet ◽  
Phase Average

A three-dimensional ‘turbulent spot’ has been induced in the axisymmetric free mixing layer of a 12.7 cm diameter air jet by a spark generated at the nozzle boundary layer upstream of the exit. The spot coherent-structure signature, buried in the large-amplitude random fluctuating signal, has been educed at three downstream stations within the apparent self-preserving region of the mixing layer (i.e. x/D = 1.5, 3.0 and 4.5) at the jet exit speed of 20 ms−1. The eduction has been performed through digital phase averaging of the spot signature from 200 realizations. In order to reduce the effect of the turbulence-induced jitter on the phase average, individual filtered signal arrays were optimally time-aligned through an iterative process of cross-correlation of each realization with the ensemble average. Further signal enhancement was achieved through rejection of realizations requiring excessive time shifts for alignment. The number of iterations required and the fraction of realizations rejected progressively increase with the downstream distance and the radial position.The mixing-layer spot is a large-scale elongated structure spanning the entire width of the layer but does not appear to exhibit a self-similar shape. The dynamics of the mixing-layer spot and its eduction are more complicated than those of the boundary-layer spot. The spot initially moves downstream essentially at a uniform speed across the mixing layer, but further downstream it accelerates on the high-speed side and decelerates on the low-speed side. This paper discusses the data acquisition and processing techniques and the results based on the streamwise velocity signals. Phase average distributions of vorticity, pseudo-streamlines, coherent and background Reynolds stresses and further dynamics of the spot are presented in part 2 (Hussain, Kleis & Sokolov 1980).

Self-Sustained Oscillations of High Speed Impinging Planar Jets

2010 ◽  
Author(s):  
David Arthurs ◽  
Samir Ziada
Keyword(s):  
Shear Layer ◽  
High Speed ◽  
Large Scale ◽  
Impinging Jets ◽  
Free Shear Layer ◽  
Planar Case ◽  
Axisymmetric Case ◽  
Choked Flow ◽  
Tone Generation ◽  
Flow Velocities

High speed impinging jets are frequently used in a variety of industrial applications including thermal and coating control processes. These flows are liable to the production of very intense narrow band acoustic tones, which are produced by a feedback mechanism between instabilities in the jet free shear layer which roll up to form large scale coherent structures, and pressure fluctuations produced by the impingement of these structures at the impingement surface. This paper examines tone generation of a high speed planar gas jet impinging normally on a flat, rigid surface. Experiments are performed over the complete range of subsonic and transonic jet flow velocities for which tones are generated, from U0 = 150m/s (M≈0.4) to choked flow (U0 = 343m/s, M = 1), and over the complete range of impingement distance for which tones occur. The effect of varying the jet thickness is also examined. The behavior of the planar impinging jet case is compared to that of the axisymmetric case, and found to be significantly different, with tones being excited at larger impingement distances, and at lower flow velocities. The Strouhal numbers associated with tone generation in the planar case are on average an order of magnitude lower than that of the axisymmetric case when using similar velocity and length scales. The frequency behavior of the resulting tones is predicted using a simple feedback model, which allows the identification of the various shear layer modes of the instabilities driving tone generation. Finally, a thorough dimensionless analysis is performed in order to quantify the system behavior in terms of the appropriate scales.

scholarly journals Simulation Analysis of a Multiple-Vehicle, High-Speed Train Collision Using a Simplified Model

2018 ◽  
Vol 2018 ◽  
pp. 1-11 ◽  
Author(s):  
Suchao Xie ◽  
Weilin Yang ◽  
Ping Xu
Keyword(s):  
Finite Element ◽  
Finite Element Model ◽  
High Speed ◽  
Large Scale ◽  
Computing Time ◽  
Element Model ◽  
Vehicle Body ◽  
Railway Vehicle ◽  
Storage Space ◽  
High Speed Train

To solve the problems associated with multiple-vehicle simulations of railway vehicles including large scale modelling, long computing time, low analysis efficiency, need for high performance computing, and large storage space, the middle part of the train where no plastic deformation occurs in the vehicle body was simplified using mass and beam elements. Comparative analysis of the collisions between a single railway vehicle (including head and intermediate vehicles before, and after, simplification) and a rigid wall showed that variations in impact kinetic energy, internal energy, and impact force (after simplification) are consistent with those of the unsimplified model. Meanwhile, the finite element model of a whole high-speed train was assembled based on the simplified single-vehicle model. The numbers of nodes and elements in the simplified finite element model of the whole train were 63.4% and 61.6%, respectively, compared to those of the unsimplified model. The simplified whole train model using the above method was more accurate than the multibody model. In comparison to the full-size finite element model, it is more specific, had more rapid computational speed, and saved a large amount of computational power and storage space. Finally, the velocity and acceleration data for every car were discussed through the analysis of the collision between two simplified trains at various speeds.

scholarly journals Numerical simulation of turbulent convection over wavy terrain

1992 ◽  
Vol 237 ◽  
pp. 261-299 ◽  
Author(s):  
Kilian Krettenauer ◽  
Ulrich Schumann
Keyword(s):  
Numerical Simulation ◽  
Large Scale ◽  
Fluid Layer ◽  
Domain Size ◽  
Lower Surface ◽  
Constant Heat Flux ◽  
Computational Domain ◽  
Turbulent Structures ◽  
Convective Boundary ◽  
Scale Motion

Thermal convection of a Boussinesq fluid in a layer confined between two infinite horizontal walls is investigated by direct numerical simulation (DNS) and by large-eddy simulation (LES) for zero horizontal mean motion. The lower-surface height varies sinusoidally in one horizontal direction while remaining constant in the other. Several cases are considered with amplitude δ up to 0.15H and wavelength λ of H to 8H (inclination up to 43°), where H is the mean fluid-layer height. Constant heat flux is prescribed at the lower surface of the initially at rest and isothermal fluid layer. In the LES, the surface is treated as rough surface (z0 = 10−4H) using the Monin-Oboukhov relationships. At the flat top an adiabatic frictionless boundary condition is applied which approximates a strong capping inversion of an atmospheric convective boundary layer. In both horizontal directions, the model domain extends over the same length (either 4H or 8H) with periodic lateral boundary conditions.We compare DNS of moderate turbulence (Reynolds number based on H and on the convective velocity is 100, Prandtl number is 0.7) with LES of the fully developed turbulent state in terms of turbulence statistics and Characteristic large-scale-motion structures. The LES results for a flat surface generally agree well with the measurements of Adrian et al. (1986). The gross features of the flow statistics, such as profiles of turbulence variances and fluxes, are found to be not very sensitive to the variations of wavelength, amplitude, domain size and resolution and even the model type (DNS or LES), whereas details of the flow structure are changed considerably. The LES shows more turbulent structures and larger horizontal scales than the DNS. To a weak degree, the orography enforces rolls with axes both perpendicular and parallel to the wave crests and with horizontal wavelengths of about 2H to 4H. The orography has the largest effect for λ = 4H in the LES and for λ = 2H in the DNS. The results change little when the size of the computational domain is doubled in both horizontal directions. Most of the motion energy is contained in the large-scale structures and these structures are persistent in time over periods of several convective time units. The motion structure persists considerably longer over wavy terrain than over flat surfaces.

scholarly journals Design of large-scale streamlined head cars of high-speed trains and aerodynamic drag calculation

2017 ◽  
Vol 44 (4) ◽  
pp. 89-97 ◽  
Author(s):  
Zhenfeng Wu ◽  
Enyu Yang ◽  
Wangcai Ding
Keyword(s):  
High Speed ◽  
Large Scale ◽  
Production Control ◽  
Aerodynamic Drag ◽  
Design Method ◽  
Control Point ◽  
Surface Characteristics ◽  
High Speed Train ◽  
Research Subjects ◽  
High Speed Trains

Aerodynamic drag plays an important role in high-speed trains, and how to reduce the aerodynamic drag is one of the most important research subjects related to modern railway systems. This paper investigates a design method for large-scale streamlined head cars of high-speed trains by adopting NURBS theory according to the outer surface characteristics of trains. This method first created the main control lines of the driver cab by inputting control point coordinates; then, auxiliary control lines were added to the main ones. Finally, the reticular region formed by the main control lines and auxiliary ones were filled. The head car was assembled with the driver cab and sightseeing car in a virtual environment. The numerical simulation of train flow field was completed through definition of geometric models, boundary conditions, and space discretization. The calculation results show that the aerodynamic drag of the high-speed train with large-scale streamlined head car decreases by approximately 49.3% within the 50-300 km/h speed range compared with that of the quasi-streamlined high-speed train. This study reveals that the high-speed train with large-scale streamlined head car could achieve the purpose of reducing running aerodynamic drag and saving energy, and aims to provide technical support for the subsequent process design and production control of high-speed train head cars.

scholarly journals CFD analysis on the aerodynamics characteristics of Jakarta-Bandung high speed train

2018 ◽  
Vol 159 ◽  
pp. 02038 ◽  
Author(s):  
Tony Utomo ◽  
Berkah Fajar ◽  
Hendry Arpriyanto
Keyword(s):  
Fluid Dynamics ◽  
Computational Fluid Dynamics ◽  
High Pressure ◽  
High Speed ◽  
Computational Domain ◽  
Cfd Analysis ◽  
High Speed Train ◽  
Pressure Area ◽  
Train Speed ◽  
Simulation Results

In this study, the aerodynamics characteristics of HST type CRH380A which is planned to be operated on the new railway of Jakarta-Bandung are analysed using Computational Fluid Dynamics. The speed of the train in this simulation was varied from 100 km/h to a maximum designed speed of 350 km/h with the increment of 30 km/h. The train was modelled in 3D computational domain with more than 1.7 million cells. The turbulence model employed in this study was standard k-ω. The simulation results show that the drag coefficient (CD) is slightly decrease by the increase of speed. At the speed of 100 km/h the CD is 0.216 and decrease to 0.188 at the speed of 350 km/h. The high pressure area is located at the nose of the train. The pressure acting on this location is increase with the increase of the train speed.

Experimental studies of wakes behind circularly capped bubbles

1987 ◽  
Vol 185 ◽  
pp. 137-151 ◽  
Author(s):  
W. F. Bessler ◽  
H. Littman
Keyword(s):  
High Speed ◽  
Large Scale ◽  
Pressure Field ◽  
Experimental Studies ◽  
High Speed Photography ◽  
Fluid Viscosity ◽  
Free Shear Layer ◽  
Pressure Time ◽  
Laboratory Reference Frame ◽  
Bubble Rising

The wake behind a circularly capped bubble rising in fluids of different viscosity has been experimentally investigated using aspirin powder for flow visualization and high-speed photography synchronized with pressure-time measurements to measure the pressure field. The bubble plus its primary wake with a cusped tail is observed to contain symmetric pressure minima within the primary wake. Adjacent to the boundary wake is a free shear layer which contains large-scale vortices generated near the bubble rim that remain essentially stationary to an observer in the laboratory reference frame. The change in wake geometry and the transition to an ellipsoidal bubble shape as fluid viscosity increases is documented.The airfoil shape of the boundary of the circularly capped bubble and its closed primary wake is modelled using a Joukowski transformation in which the Joukowski constant is adjusted to match the experimental and potential-flow pressures along the bubble cap. The model successfully predicts the frontal pressure field, and the wake size and shape. The Davies & Taylor bubble-cap boundary condition is also verified.

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