Effect of ambient wind on pressure wave generated by high-speed train entering a tunnel

Using three-dimensional, unsteady N-S equations and k-ε turbulence model, the effect of ambient wind on the pressure wave generated by a high-speed train entering a tunnel was studied via numerical simulation. Pressure changes of the train surface and tunnel wall were obtained as well as the flow field around the train. Results show that when the train runs downwind, the pressure change is smaller than that generated when there is no wind. When the train runs upwind, the pressure change is larger. The pressure change is more sensitive in the upwind condition than in the downwind condition. Compared with no wind condition, when the wind velocity is 10 m/s and 30 m/s, the pressure amplitude on the train head is reduced by 2.8% and 10.5%, respectively. The wall pressure amplitude at 400 m away from the tunnel entrance is reduced by 2.4% and 13.5%, respectively. When the wind velocity is-10 m/s and-30 m/s, the pressure amplitude on the train head increases by 3.0% and 17.7%, respectively. The wall pressure amplitude at 400 m away from the tunnel entrance increases by 3.6% and 18.6%, respectively. The pressure waveform slightly changes under ambient wind due to the influence of ambient wind on the pressure wave propagation speed.

Study on the operational safety of high-speed trains exposed to stochastic winds

The characteristic wind curve （CWC） was com- monly used in the previous work to evaluate the operational safety of the high-speed trains exposed to crosswinds. How- ever, the CWC only provide the dividing line between safety state and failure state of high-speed trains, which can not evaluate the risk of derailment of high-speed trains when ex- posed to natural winds. In the present paper, a more realistic approach taking into account the stochastic characteristics of natural winds is proposed, which can give a reasonable and effective assessment of the operational safety of high-speed trains under stochastic winds. In this approach, the longitudi- nal and lateral components of stochastic winds are simulated based on the Cooper theory and harmonic superposition. An algorithm is set up for calculating the unsteady aerody- namic forces （moments） of the high-speed trains exposed to stochastic winds. A multi-body dynamic model of the rail vehicle is established to compute the vehicle system dynamic response subjected to the unsteady aerodynamic forces （mo- ments） input. Then the statistical method is used to get the mean characteristic wind curve （MCWC） and spread range of the high-speed trains exposed to stochastic winds. It is found that the CWC provided by the previous analyticalmethod produces over-conservative limits. The methodol- ogy proposed in the present paper can provide more signif- icant reference for the safety operation of high-speed trains exposed to stochastic winds.

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.

The Influence of Sea Sprays on Drag Coefficient at High Wind Speed

Field and laboratory observations indicate that the variation of drag coefficient with wind speed at high winds is different from that under low-to-moderate winds.By taking the effects of wave development and sea spray into account,a new parameterization of drag coefficient applicable from low to extreme winds is proposed.It is shown that,under low-to-moderate wind conditions so that the sea spray effects could be neglected,the nondimensional aerodynamic roughness first increases and then decreases with the increasing wave age;whereas under high wind conditions,the drag coefficient decreases with the increasing wind speed due to the modification of the logarithmic wind profile by the effect of sea spray droplets produced by bursting bubbles or wind tearing breaking wave crests.The drag coefficients and sea surface aerodynamic roughnesses reach their maximum values vary under different wave developments.Correspondingly,the reduction of drag coefficient under high winds reduces the increasing rate of friction velocity with increasing wind speed.

An Improved Method of Retrieving Sea Surface Wind Speed Based on a Four-Layer Medium Model at High Sea States

Considering about the effect of whitecaps and foams on pulse-limited Radar Altimeters, an improved algorithm of retrieving sea surface wind speed is proposed in this paper. Firstly, a four-layer dielectric model is established in order to simulate an air-sea interface. Secondly, the microwave reflectivity of a sea surface covered by spray droplets and foams at 13.5 GHz is computed based on the established model. These computed results show that the effect of spray droplets and foams in high sea state conditions shall not be negligible on retrieving sea surface wind speed. Finally, compared with the analytical algorithms proposed by Zhao and some calculated results based on a three-layer dielectric model, an improved algorithm of retrieving sea surface wind speed is presented. At a high wind speed, the improved algorithm is in a better accord with some empirical algorithms such as Brown, Young ones and et al., and also in a good agreement with ZT and other algorithms at low wind speed. This new improved algorithm will be suitable not only for low wind speed retrieval, but also for high wind speed retrieval. Better accuracy and effectiveness of wind speed retrieval can also be obtained.

基于Labwindows/CVI高速风洞攻角测控系统的设计与实现

结合高速风洞攻角测控系统硬件控制的实践和需求,引入虚拟仪器技术,提出了一种在Labwindows/CVI平台上开发高速风洞攻角测控系统的方法。对Labwindows/CVI平台下开发高速风洞攻角测控系统的技术实现进行了详细说明,并给出了相关构造功能描述和部分核心代码及其说明。现场运行表明,该系统提高了实际硬件系统的安全性和稳定性,用户操作简便,并且具备了更好的可扩展性和可维护性。

Improving the wind and wave estimation of dual-frequency altimeter JASON1 in Typhoon Shanshan and considering the rain effects

Altimetry data have been widely used in various fiehts of oceanography, including the extreme weather events such as tropical cyclones, typhoons, and hurricanes. The performance of JASON1 in Typhoon Shanshan is assessed by examining the sensor geophysical data record and illustrates how the measured return waveform, significant wave height, and backscatter are all affected by various factors associated with the typhoon, with details by the rain are illustrated. The correction method to maintain accurate wave height and wind speed measurements in Typhoon Shanshan and the results are presented. Furthermore, the additional results of rain rate and typhoon eye diameter can be retrieved. Because of the lack of in-situ measurements of wind, wave, and rain rate at Typhoon Shanshan, results are compared with the forecasted typhoon data and a good agreement is found.

Observation and Numerical Experiments for Drag Coefficient Under Typhoon Wind Forcing

This paper presents a study on drag coefficients under typhoon wind forcing based on observations and numerical experiments. The friction velocity and wind speed are measured at a marine observation platform in the South China Sea. Three typhoons: SOULIK(2013), TRAMI(2013) and FITOW(2013) are observed at a buoy station in the northeast sea area of Pingtan Island. A new parameterization is formulated for the wind drag coefficient as a function of wind speed. It is found that the drag coefficient(Cd) increases linearly with the slope of 0.083′10^(-3) for wind speed less than 24 m s^(-1). To investigate the drag coefficient under higher wind conditions, three numerical experiments are implemented for these three typhoons using SWAN wave model. The wind input data are objective reanalysis datasets, which are assimilated with many sources and provided every six hours with the resolution of 0.125?×0.125?. The numerical simulation results show a good agreement with wave observation data under typhoon wind forcing. The results indicate that the drag coefficient levels off with the linear slope of 0.012′10^(-3) for higher wind speeds(less than 34 m s^(-1)) and the new parameterization improvese the simulation accuracy compared with the Wu(1982) default used in SWAN.

基于IBES-XGBoost的高速铁路沿线风速预测模型

为保证高速铁路沿线风灾预警信息具有较高时效性,需要进行高速铁路沿线超短期风速的提前多步预测。针对众多预测模型在预测中可能存在较大误差的问题,采用Tent混沌映射和BFGS拟牛顿法对秃鹰搜索算法进行改进,并用改进的秃鹰搜索算法(IBES)对XGBoost的初始参数进行优化。在构建IBES-XGBoost模型时,加入风速以外的其他气象特征,以提高预测精度。实验结果表明:(1)改进的秃鹰算法相比其他智能优化算法有更好的寻优能力,与其他模型相比IBES-XGBoost在超短期风速的提前多步预测上有着较高的精度和较好的拟合效果。(2)Tent混沌映射和BFGS拟牛顿法对秃鹰算法有着较好的改进效果。(3)IBES-XGBoost能为高速铁路规范下的大风预警提供可靠的提前多步预测结果。

基于频域分析的高速列车侧风倾覆机理

侧风作用下列车的动态环境以轮轨相互作用为主向,以空气动力作用为主演变,列车的侧风倾覆行为成为威胁列车行车安全性的主要诱因.首先,采用精细化车-轨耦合模型开展列车侧风倾覆的频域特性分析,以明确侧风倾覆响应对列车模型的敏感性;基于考虑模态特性的频域分析框架,推导脉动风及轨道不平顺与列车倾覆动力响应间的传递函数,结合相应参数进行分析,以直观揭示列车的侧风倾覆机理.结果表明:列车倾覆行为受绕车体下心侧滚模态和车体沉浮模态控制影响,其风荷载影响要明显大于轨道不平顺;在轨道不平顺激励下,第一阶模态贡献主要由轨向不平顺引起,第二阶模态贡献主要由高低不平顺引起,在脉动风荷载激励下,其顺风向脉动风分量起主要贡献;车速、风速和风向角的增大都会引起列车动力响应的增大,进而降低列车安全运营时的最大允许风速;失效概率的增大会降低动力响应的极值,进而提高安全运营风速.

考虑风速纵、横分量的列车气动载荷变化特性

为探索侧向环境风作用下列车气动载荷变化特性,对任意风向角下随车移动点处的风速纵、横分量进行建模,研究考虑风速纵、横分量的列车气动载荷计算方法,并分析在列车速度200~400 km/h、平均风速10~35 m/s及风向角30°~150°时的列车气动载荷特性.研究发现:在不同风向角下,考虑风速横向分量后,高速列车气动载荷波动变大,作用于列车上的瞬时气动载荷极值增大;风速横向分量主要影响列车气动载荷的标准差,且影响程度与风向角有关;随着风向角接近临界风向角,风速横向分量对列车气动载荷标准差的影响逐渐变小,随着风向角远离临界风向角,风速横向分量对列车气动载荷标准差的影响逐渐变大;列车气动载荷的标准差/均值主要与侧偏角有关,且在风向角为30°及150°时较大,其次是风向角60°和120°,而在风向角90°时则较小.

计及高风速和低风速影响的海上风电机组两阶段滚动优化维护策略

针对复杂天气变化影响下海上风电机组维护决策问题,提出了考虑高风速与低风速影响的海上风电机组两阶段滚动优化机会维护策略。首先,提出考虑高风速冲击影响的维护役龄回退模型,量化实际部件退化与及维护成本关系。其次,建立了考虑低风速停机事件维护机会影响的海上风电机组长短期两阶段预防性机会维护模型,滚动更新长期预防性机会维护阈值。最后仿真结果表明,本文所提模型能够有效降低海上风电机组停机成本以及故障损失,提高机组寿命周期内的维护效益。

风向角对高速列车驶出隧道过程中气动效应的影响

为研究风向角对驶出隧道过程中高速列车气动效应的影响,以某型高速动车组列车为研究对象,采用数值模拟方法对隧道内气动压力、列车风风速、流场分布及列车气动荷载进行分析。通过与动模型试验结果进出对比,验证数值模拟方法的准确性。研究结果表明:隧道壁面气动压力峰值及变化幅值最大值出现在隧道内部,且出现位置到隧道出口距离与风向角有关;背风侧气动压力受风向角影响更大,气动压力变化幅值随风向角增大呈现先减小后增大再减小的趋势;出口处列车风风速随风向角增大基本呈现先增大后减小的趋势,30°风向角时列车风风速最大,但迎、背风侧列车风风速峰值出现时刻不同;随着风向角增大,流场分布不对称性增强,列车绕流特性由流线型绕流逐渐过渡到钝体绕流,流动分离点到头车鼻尖的距离呈现先增大后减小最后再增大的变化规律,隧道内流动结构愈加复杂;气动横向力、升力变化幅值随风向角增加呈现先增后减趋势,头车横向力系数最大变化幅值分别是中车、尾车的2.4倍和2.6倍,升力系数最大变化幅值分别是中车、尾车的1.1倍和1.5倍,故保证头车安全是控制整车运行安全的关键;侧风下高速列车驶出隧道情形下的最不利风向角为30°,此时头车发生列车事故风险最高。

大风区段开孔式挡风墙对正馈线气动特性的影响

兰新高速铁路常年遭受风灾,挡风墙的修建虽有效防止了列车倾覆,但加剧了接触网正馈线的舞动。针对大风区段既有挡风墙“防车不防网”的不足,通过设计一种开孔式挡风墙,基于流体力学理论建立计算域模型,对挡风墙的防风效果进行评估,并仿真分析挡风墙孔隙率及开孔角度对于正馈线气动特性响应的规律。结果表明:挡风墙设置一定孔隙率后,会冲击挡风墙后形成的旋涡流场,使流场趋于平稳;随着孔隙率的增大挡风墙尾流接触网正馈线位置处气流增速区范围大幅减小,且正馈线气动力系数呈明显降低趋势;当挡风墙孔隙率为0.3时,挡风墙背风侧风速残余系数为0.46~0.69,此时正馈线升、阻力系数下降率分别超过41.56%和24.59%;在孔隙率为0.3,且挡风墙设置150°开孔角度时,正馈线气动力系数相较其他角度降幅明显,从而对于正馈线的舞动可以起到进一步的抑制作用。研究成果可为兰新高铁大风区段接触网正馈线舞动防治及挡风墙优化提供一定的理论参考。

基于PI-BBI的高铁沿线秒级风速质量控制算法研究

由于高铁超声波测风仪碍于安装环境限制易受外部干扰产生秒级异常风速,而现有的基本质量控制方法与气象领域分钟级时距质量控制算法无法准确识别秒级异常风速,导致监测风速不能很好地满足高铁秒级风速监测预警需求。为了解决该问题,基于高铁沿线风速监测异常值数据特征,提出一种基于PI-BBI的秒级风速监测数据质量控制算法。该方法首先利用基于物理信息的双向长短期记忆网络对风速异常值进行预测,并得到预测误差;接着通过改进的指数加权移动平均法对预测误差进行平滑;最后使用孤立森林检测平滑误差序列中的异常值,从而能够识别原始风速序列中的异常值。实验结果显示,该质量控制算法能有效改善高铁沿线风速监测数据的质量,从而提高监测预警的准确性。

大风区高速铁路路基双侧挡风墙周围沙粒沉积数值模拟研究

兰新高速铁路横穿多个大风区,对其安全运营造成严重影响。为降低强风对线路的危害,在大风区修筑大量防风构筑物,其中以路基挡风墙最为常见,挡风墙降低了风害的影响,但是带来严重的线路积沙问题。通过数值模拟研究不同风速下路基双侧挡风墙周围的流场特征,利用风产生的壁面剪切应力与沙粒剪切应力的比值确定地表沙粒沉积与侵蚀类型。研究发现,气流在两道挡风墙之间分别形成一个顺时针涡流和一个逆时针涡流,在第二道挡风墙背风侧形成一个顺时针大涡,随着来流风速增大,漩涡尺寸和涡流强度均在增大;由于涡流的存在,部分沙粒被卷走,路堤背风坡附近以及路基面上的沙粒沉积显著减少,当来流风速为24、30 m/s时,南北侧线路道床面均出现沙粒反向侵蚀;单双侧挡风墙的积沙规律对比结果表明,设置双侧挡风墙时,线路积沙显著减少。研究揭示了大风区铁路双侧挡风墙周围路基面上的沙粒沉积规律,对未来风区铁路的防护建设具有指导意义。

鄂东春季两次极端雷暴大风过程环境及雷达回波特征对比分析

2021年5月10日和2022年3月16日,湖北省东部分别发生14级和12级的极端雷暴大风天气过程(简称“5·10”和“3·16”过程)。本文利用地面加密气象站的观测资料和ERA5逐小时0.25°×0.25°再分析资料及多普勒天气雷达等资料,对比分析了两次过程产生的环境背景和雷达回波特征。结果表明:(1)两次过程均受川东低槽和中低层低涡东部暖切变的影响,呈现上干冷下暖湿、低层辐合高层辐散的特征,表征雷暴大风的物理量如对流有效位能、下沉对流有效位能等极端异常,环境场有利于极端雷暴大风发生。(2)两次过程均由冷池出流形成阵风锋触发雷暴大风,但“5·10”过程还受其他地面中尺度辐合影响。(3)两次过程强风暴均由多个单体合并发展而成,“5·10”风暴高度更高,而“3·16”则强度更强,“5·10”表现出小弓状回波及其后侧弱回波通道特征;“3·16”弱回波区清晰,表现出类超级单体特征。(4)速度图上均表现出低仰角大风区和小尺度的辐散特征。“5·10”过程以低仰角大风区为主,大风由超低空急流叠加下击暴流造成;“3·16”过程则以中层径向辐合和最大反射率因子的快速下降特征为主,为下击暴流大风。

基于综合优属度的大风区高速铁路线路方案优选研究

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