Effect of landform on aerodynamic performance of high-speed trains in cutting under cross wind

The effects of the different landforms of the cutting leeward on the aerodynamic performance of high-speed trains were analyzed based on the three-dimensional, steady, and incompressible Navier-Stokes equation and k-e double-equation turbulent model. Results show that aerodynamic forces increase with the cutting leeward slope decreasing. The maximum adding value of lateral force, lift force, and overturning moment are 147%, 44.3%, and 107%, respectively, when the slope varies from 0.67 to -0.67, and the changes in the cutting leeward landform have more effects on the aerodynamic performance when the train is running in the line No. 2 than in the line No. 1. The aerodynamic forces, except the resistance force, sharply increase with the slope depth decreasing. By comparing the circumstance of the cutting depth H=-8 m with that of H=8 m, the resistance force, lateral force, lift force, and overturning moment increase by 26.0%, 251%, 67.3% and 177%, respectively. With the wind angle increasing, the resistance force is nonmonotonic, whereas other forces continuously rise. Under three special landforms, the changes in the law of aerodynamic forces with the wind angle are almost similar to one another.

Detached-eddy simulation of flow around high-speed train on a bridge under cross winds

In order to describe an investigation of the flow around high-speed train on a bridge under cross winds using detached-eddy simulation(DES), a 1/8th scale model of a three-car high-speed train and a typical bridge model are employed, Numerical wind tunnel technology based on computational fluid dynamics(CFD) is used, and the CFD models are set as stationary models. The Reynolds number of the flow, based on the inflow velocity and the height of the vehicle, is 1.9×10~6. The computations are conducted under three cases, train on the windward track on the bridge(WWC), train on the leeward track on the bridge(LWC) and train on the flat ground(FGC). Commercial software FLUENT is used and the mesh sensitivity research is carried out by three different grids: coarse, medium and fine. Results show that compared with FGC case, the side force coefficients of the head cars for the WWC and LWC cases increases by 14% and 29%, respectively; the coefficients of middle cars for the WWC and LWC increase by 32% and 10%, respectively; and that of the tail car increases by 45% for the WWC whereas decreases by 2% for the LWC case. The most notable thing is that the side force and the rolling moment of the head car are greater for the LWC, while the side force and the rolling moment of the middle car and the tail car are greater for the WWC. Comparing the velocity profiles at different locations, the flow is significantly influenced by the bridge-train system when the air is close to it. For the three cases(WWC, LWC and FGC), the pressure on the windward side of train is mostly positive while that of the leeward side is negative. The discrepancy of train's aerodynamic force is due to the different surface area of positive pressure and negative pressure zone. Many vortices are born on the leeward edge of the roofs. Theses vortices develop downstream, detach and dissipate into the wake region. The eddies develop irregularly, leading to a noticeably turbulent flow at leeward side of train.

Experimental Investigation on Flame Characterization and Temperature Profile of Single/Multiple Pool Fire in Cross Wind

An experimental study was carried out to investigate the flame characterization and temperature profile for single and multiple pool fire with the influence of cross wind.There were 13 test cases in total,categorized into circle and rectangle fuel pans,with diameter(or equivalent diameter)ranged from 50 mm to 300 mm.Kerosene was used for the fuel of pool fire.Some K-type thermocouples were arranged around the flame to monitor the flame temperature,while the flame tilt angle was measured based on the photograph of flame for different case.Firstly,it can be found that there are three phases,including preheating,steady burning and extinguishing phase,during the flame evolution.The maximum temperature near the fuel surface is~1040 K,which is higher than that of flame plume(~600 K),in the steady burning phase of circle single pool fire(D=300 mm),while the average burning rate is~1.525 g/s.In addition,the burning rates of all cases were measured and compared with the current predicted method.Typically,the flame morphology of single/multiple pool fire at different cross wind speed(ranging from 0 to 3.5 m/s)was analyzed,and it is found that the results for single pool fire agree with Thomas model and AGA model well,which are not suitable for multiple pool fire.Finally,the temperature profile of different case was measured with various wind speed.

Experimental study on the effect of canyon cross wind on temperature distribution of buoyancy-induced smoke layer in tunnel fires

Experiments were conducted in a 1:20 arced tunnel model to investigate the effect of canyon cross wind on buoyancy induced smoke flow characteristics of pool fres,involving smoke movement behaviour and longitudinal temperature distribution of smoke layer.The canyon wind speed,longitudinal fre location and fre size were varied.Results show that there are two special smoke behaviours with the fre source positioned at different flow feld zones.When the fire source is positioned at the negative pressure zone,with increasing canyon wind speed,the smoke always exists upstream mainly due to the vortex,and the smoke temperature near the fire source increases frst and then decreases.However,when the fre source is located in the transition zone and the unidirectional flow zone,there is no smoke appearing upstream with a certain canyon wind speed.Meanwhile,the smoke temperature near the fre sources are decreases with increasing canyon wind speed.The dimensionless temperature rise of the smoke layer OT:*along the longitudinal direction of the tunnel follows a good exponential decay.As the canyon wind speed increases,the longitudinal decay rate of△T.*decreases.The longitudinal decay rate of AT*downstream of the fire is related to the fre location and canyon wind speed,and independent of the fire size.The empirical correlations for predicting the longitudinal decay of OT:*downstream of the fre are established.For a relatively large-scale fre,the longitudinal decay rate of AT:*upstream of the fire increases as the distance between the fire source and the upstream portal increases,especially for larger canyon wind speeds.

Numerical study on the restriction speed of train passing curved rail in cross wind

The results of numerical investigations of aerodynamic forces and moment coefficients of flow passing a simplified train geometry under different wind speeds are summarized. To compute numerically the different coefficients, the three-dimensional Reynolds-Averaged Navier-Stokes (RANS) equations, combined with the κ-ε turbulence model, were solved using finite volume technique. The pressure-velocity fields were coupled using the SIMPLE algorithm. At each iteration the pressure correction was obtained by solving a velocity divergence-derived Poisson-like equation. With the computed aerodynamic forces, the formula of the restriction speed at which the train passed curved rail in cross wind was deduced to analyse the influences of aerodynamic forces on the restriction speed. Results of numerical investigations showed that aerodynamic lift and overturn moment increased more and more rapidly with train speed and wind speed. The enhancement trends showed nonlinear phenomena and enhanced risk in the course of train movement. When the train travels at a high speed and encounters a huge cross wind, the influence involved by nonlinear risk increment will extremely impair safety of train. The following conclusion can also be drawn: The effect of aerodynamic lift makes restriction speed reduce, however, the influences of aerodynamic drag to the limit train speed rest on the direction of wind flow. When the wind blows from inner rail to outer rail, aerodynamic forces shall reduce the restriction speed, by contraries, when the wind blows from outer rail to inner rail, aerodynamic forces shall increase the restriction speed.

NumericaI Computation of Flow over a Train in Cross-Wind

A finite different method is developed to predict the side force on a high speedtrain in a cross-wind at low yaw anglee. The k-εturbulence model with wallfunctions is employed. the solution algorithm is based on curvilinearnonorthogonal coordinates,covariant velocity components ,and staggered gridarrangement. The convective fluxes are described by the Power tow Scheme.A highly deformed grid generated with an elliptic grid generator is used aroundthe comero of the cross-section of the train. The results obtained comparepositively with wind tunnel experinients.

Experimental and Numerical Investigation on the Flow Characteristics around a Cross-Flow Wind Turbine

This study investigated the flow characteristics around a cross-flow wind turbine. A wind tunnel experiment (WTE) was performed to measure the flow characteristics past the wind turbine when operating at the optimal tip-speed ratio of λ = 0.4. In addition, computational fluid dynamics (CFD) simulations were performed for the flow field around the wind turbine that was operating at tip-speed ratios of λ = 0.1, 0.4, and 0.7. The CFD approach was validated against the WTE measurements. CFD results confirmed that with an increase in λ, the velocity deficit was generally increased in the leeward of the return side of the wind turbine, while it was generally decreased in the leeward of the drive side of the wind turbine. It was also confirmed that with an increase in λ, the turbulence kinetic energy was generally increased in the leeward of the return side of the wind turbine, while it generally decreased in the leeward of the drive side of the wind turbine.

Trends of sea surface wind energy over the South China Sea

Studies on climate change typically consider temperature and precipitation over extended periods but less so the wind. We used the Cross-Calibrated Multi-Platform (CCMP) 24-year wind fi eld data set to investigate the trends of wind energy over the South China Sea during 1988-2011. The results reveal a clear trend of increase in wind power density for each of three base statistics (i.e., mean, 90 th percentile and 99 th percentile) in all seasons and for annual means. The trends of wind power density showed obvious temporal and spatial variations. The magnitude of the trends was greatest in winter, intermediate in spring, and smallest in summer and autumn. A greater trend of increase was found in the northern areas of the South China Sea than in southern parts. The magnitude of the annual and seasonal trends over the South China Sea was larger in extreme high events (i.e., 90 th and 99 th percentiles) compared to the mean conditions. Sea surface temperature showed a negative correlation with the variability of wind power density over the majority of the South China Sea in all seasons and annual means, except for winter (41.7%).

Modulation of Low-Latitude West Wind on Abnormal Track and Intensity of Tropical Cyclone Nargis (2008) in the Bay of Bengal

Tropical cyclone （TC） Nargis （2008） made landfall in Myanmar on 02 May 2008, bringing a storm surge, major flooding, and resulting in a significant death toll. TC Nargis （2008） displayed abnormal features, including rare eastward motion in its late stage, rapid intensification before landing. Using reanalysis data and a numerical model, we investigated how a low-latitude westerly wind modulated TC Nargis’ （2008） track and provided favorable atmospheric conditions for its rapid intensification. More importantly, we found a possible counterbalance effect of flows from the two hemispheres on the TC track in the Bay of Bengal. Our analysis indicates that a strong westerly wind burst across the Bay of Bengal, resulting in TC Nargis’ （2008） eastward movement after its recurvature. This sudden enhancement of westerly wind was mainly due to the rapidly intensified mid-level cross-equatorial flow. Our results show that a high-pressure system in the Southern Hemisphere induced this strong, mid-level, cross-equatorial flow. During the rapid intensification period of TC Nargis （2008）, this strong and broad westerly wind also transported a large amount of water vapor to TC Nargis （2008）. Sufficient water vapor gave rise to continuously high and increased mid-level relative humidity, which was favorable to TC Nargis’ （2008） intensification. Condensation of water vapor increased the energy supply, which eventuated the intensification of TC Nargis （2008） to a category 4 on the Saffir-Simpson scale.

Retrieval of sea surface winds under hurricane conditions from GNSS-R observations

Reflected signals from global navigation satellite systems（GNSSs） have been widely acknowledged as an important remote sensing tool for retrieving sea surface wind speeds.The power of GNSS reflectometry（GNSS-R）signals can be mapped in delay chips and Doppler frequency space to generate delay Doppler power maps（DDMs）,whose characteristics are related to sea surface roughness and can be used to retrieve wind speeds.However,the bistatic radar cross section（BRCS）,which is strongly related to the sea surface roughness,is extensively used in radar.Therefore,a bistatic radar cross section（BRCS） map with a modified BRCS equation in a GNSS-R application is introduced.On the BRCS map,three observables are proposed to represent the sea surface roughness to establish a relationship with the sea surface wind speed.Airborne Hurricane Dennis（2005） GNSS-R data are then used.More than 16 000 BRCS maps are generated to establish GMFs of the three observables.Finally,the proposed model and classic one-dimensional delay waveform（DW） matching methods are compared,and the proposed model demonstrates a better performance for the high wind speed retrievals.

Semi-Empirical Algorithm for Wind Speed Retrieval from Gaofen-3 Quad-Polarization Strip Mode SAR Data

Synthetic aperture radar(SAR)is a suitable tool to obtain reliable wind retrievals with high spatial resolution.The geophysical model function(GMF),which is widely employed for wind speed retrieval from SAR data,describes the relationship between the SAR normalized radar cross-section(NRCS)at the copolarization channel(vertical-vertical and horizontal-horizontal)and a wind vector.SAR-measured NRCS at cross-polarization channels(horizontal-vertical and vertical-horizontal)correlates with wind speed.In this study,a semi-empirical algorithm is presented to retrieve wind speed from the noisy Chinese Gaofen-3(GF-3)SAR data with noise-equivalent sigma zero correction using an empirical function.GF-3 SAR can acquire data in a quad-polarization strip mode,which includes cross-polarization channels.The semi-empirical algorithm is tuned using acquisitions collocated with winds from the European Center for Medium-Range Weather Forecasts.In particular,the proposed algorithm includes the dependences of wind speed and incidence angle on cross-polarized NRCS.The accuracy of SAR-derived wind speed is around 2.10ms−1 root mean square error,which is validated against measurements from the Advanced Scatterometer onboard the Metop-A/B and the buoys from the National Data Buoy Center of the National Oceanic and Atmospheric Administration.The results obtained by the proposed algorithm considering the incidence angle in a GMF are relatively more accurate than those achieved by other algorithms.This work provides an alternative method to generate operational wind products for GF-3 SAR without relying on ancillary data for wind direction.

CONTOUR DESIGN AND PRACTICE FOR A LOW RADAR CROSS SECTION VEHICLE

On the basis of the canard configuration a contour stealth design including chiefly the wing, the fuselage and their connection type is projected. The prime project of a blended wing body vehicle with canard is provided and through the change of the fuselage head form and the different fin disposals, the radar cross section (RCS) is optimized. The average value of RCS and the value of RCS in the ± 45 ° front sector for different designs are illustrated. The model measurement proves that the project having a sharp head fuselage and 30 ° angle double fin has the minimum value of RCS. The wind tunnel test to the model with RCS optimized proved that the vehicle project has excellent aerodynamic characteristics such as high lift curve slope, up to 26° stalling angle, high lift / drag ratio equal to 8, and also has low RCS value in the front sector and in the lateral sector.

Estimation of Wind Wave Frequency Spectra by Use of the Arcsine Law

In the present study, the surface elevation of wind waves observed in laboratory and in the Bohai Sea are adopted for the estimation of the wind wave frequency spectrtm by use of the method of the arcsine law （MAL）. The traditional method uses the surface elevation to calculate the correlation and then estimate the frequency spectrum while the MAL, presented by Yu and l.an （1979）, uses the time sequence of zero-crossing points of surface elevation rather than directly the surface elevation to calculate the correlation. 66 sets of wind wave data obtained in laboratory and 420 sets of data observed in the Bohai Sea are adopted for the examination of the method introduced by Yu and Lan. Results show that the MAL can give reliable estimation of wind wave spectra. Correlation and form of spectra estimated by the MAL are similar to those estimated by the traditional method. The peak frequency and the spectral density in peak frequency by the MAL are close to those obtained by the traditional method.

计及UPFC最优配置的电力系统鲁棒调度协同优化策略

统一潮流控制器(UPFC)应用于潮流调控时,计及UPFC调控参数的交流潮流计算是非凸、非线性问题,且多台装置间的非线性交叉耦合特性也会直接影响优化配置方案。为此,基于UPFC的潮流调控特性,构建了计及UPFC的松弛型交流潮流二阶锥规划模型;计及风电的不确定性,协同考虑UPFC的规划和电力系统的调度问题,建立了计及UPFC最优配置的电力系统鲁棒协同优化模型,并采用列和约束生成算法进行求解。以IEEE RTS-24节点系统为算例进行仿真分析,结果表明所提协同优化策略有效提升了UPFC配置方案的适应性,提高了系统运行经济性和风电消纳能力,增强了系统运行调控的灵活性。

基于瞬变电磁法的煤层风氧化带探查

煤层风氧化带的发育对煤矿的生产组织和安全回采影响巨大,针对准格尔煤田东部隆起带煤层风氧化带圈定的技术难题,研究了瞬变电磁法探查煤层风氧化带的可行性。首先对研究区正常地层与煤层风氧化区的电阻率测井曲线进行了分析,总结了正常区与煤层风氧化区的电性差异,并以电阻率测井曲线构建了煤层风氧化区地电模型;然后采用MAXWELL软件对理论模型的瞬变电磁响应进行了数值模拟,发现在煤层风氧化区瞬变电磁反演电阻率断面表现为浅部低阻层变厚、低阻异常幅值减小的异常特征,可以以此来圈定煤层风氧化区的分布范围;最后在数值模拟的基础上,在串草圪旦煤矿开展了现场试验,结合钻探情况对试验数据从瞬变电磁反演电阻率断面和平面2个角度进行了分析,结果表明瞬变电磁法探测划分风氧化带是可行的。

高速受电弓安装形式对列车气动性能的影响

受电弓作为高速列车上不可或缺的部件,其结构特性直接影响高速列车整车气动性能。采用数值仿真方法,基于三维稳态SST k-ω模型,分析高速受电弓不同安装形式对高速列车气动性能的影响以及各节车辆气动阻力的变化规律,并进一步研究其横风环境适应性。研究结果表明:当高速列车在明线运行时,高速受电弓不同安装形式对整车气动性能影响较小,但受电弓所在车辆的气动阻力变化较大;与闭口-升前弓工况相比,受电弓开口-升前弓时整车气动阻力减小2.10%,其中第6节车气动阻力减小6.06%;在横风条件下,受电弓开口-升前弓时整车横风稳定性能较优,与开口-升后弓工况相比,整车横向力与倾覆力矩分别降低2.52%和3.48%,其中第6节车横向力和倾覆力矩分别减少11.13%与18.50%。因此,在明线有无横风条件下,受电弓安装形式为开口-升前弓的气动性能均最优,且升前弓能改善受电弓后区域的流场结构,从而达到改善整车气动性能的目的。

桥上轿车并行超车的风致安全评价及横向运动控制

为厘清并行超车过程中“风-车-桥”的气动交互干扰及其对轿车侧风稳定性的影响,采用空气动力学与系统动力学耦合方法建立了侧风环境下桥上轿车分别超轿车和货车的风致安全评价模型,揭示了轿车超车过程中气动侧力和气动横摆力矩的变化规律及作用机理,基于线性二次最优控制的路径跟踪模型分析了轿车超车过程中有、无控制作用时侧偏运动和横摆运动的差异。结果表明,“风-车-桥”气动交互干扰形成的高速低压区和低速低压区对行车安全有显著影响,影响程度与被超车类型及所在车道有关:轿车超轿车时,在迎风侧第1车道超其他车道轿车时为较危险工况;轿车超货车时,在迎风侧第1车道超其他车道货车及在第2车道超第1车道货车时为较危险工况。研究结果可为提升桥梁风致行车安全能力提供参考。

高速汽车侧风稳定性控制

针对汽车在侧风环境中容易失稳的问题,基于模型预测控制(model predictive control,MPC)理论提出了一种分层式直接横摆力矩控制(direct yaw moment control,DYC)策略,以使得汽车突遇侧风干扰时能够较好地维持稳定性。上层控制器依据MPC理论精确计算并输出必要的横摆力矩,以确保车辆稳定行驶并将其传递给下层控制器;下层控制器接收到横摆力矩后,将横摆力矩精确地分配到每个车轮上。为验证所设计的MPC直接横摆力矩控制器的性能,采用Carsim与Simulink联合仿真平台进行仿真,并与基于滑模控制理论的控制器进行对比分析。结果表明:本研究提出的基于MPC的控制器,控制效果优于滑模控制器,有效提高了汽车的侧风稳定性。

风-车-桥气动干扰作用下的汽车纵横向协调控制

为提高跨海大桥上轿车的风致行车安全能力,采用合成风和动网格耦合方法建立了轿车超越集装箱货车的瞬态分析模型,揭示了“风-车-桥”气动交互作用机理及其对轿车气动特性的影响规律。采用五次多项式插值算法建立了超车轨迹规划模型,基于模糊逻辑的双PID控制方法与径向基神经网络的滑模控制方法设计了纵横向协调控制器,开展了轿车超车过程的路径跟踪能力分析及行驶稳定性评价。研究结果表明:风-车-桥的气动干扰大小与行驶车道及位置有显著关系,纵横向协调控制器的路径跟踪控制精度和鲁棒性较好,轿车侧风稳定性提高效果明显。

表面横向风流作用下煤体的内部燃烧蔓延规律

煤的自燃特性使其在开采、存储和运输过程中存在火灾事故隐患,极大地阻碍了煤炭行业的可持续发展.通过自主搭建的敞车载运煤燃烧蔓延模拟实验装置,分析在表面横向风流作用下的松散煤体内部高温区域演变以及气体蔓延规律.结果表明,表面横向风流明显加快了本文实验煤样内部高温区域蔓延速度,相比无风状况下,高温蔓延速度加快了0.3倍(风流1 m·s^(-1)时)和0.5倍(风流2 m·s^(-1)时),高温区域峰值温度升高了120±20℃;受表面横向风流影响,燃烧蔓延路径向风流流动方向偏移;在风流0 m·s^(-1)时,燃烧的高温点O2体积分数快速下降阶段所经历的时间随纵深的增加逐渐增大,风流作用会加剧煤氧反应.研究成果可为煤炭在运输与储存过程煤火灾害形成规律研究提供参考借鉴.