Analysis of Snow Distribution and Displacement in the Bogie Region of a High-Speed Train

Snow interacting with a high-speed train can cause the formation of ice in the train bogie region and affect its safety.In this study,a wind-snow multiphase numerical approach is introduced for high-speed train bogies on the basis of the Euler-Lagrange discrete phase model.A particle-wall impact criterion is implemented to account for the presence of snow particles on the surface.Subsequently,numerical simulations are conducted,considering various snow particle diameter distributions and densities.The research results indicate that when the particle diameter is relatively small,the distribution of snow particles in the bogie cavity is relatively uniform.However,as the particle diameter increases,the snow particles in the bogie cavity are mainly located in the rear wheel pairs of the bogie.When the more realistic Rosin-Rammler diameter distribution is applied to snow particles,the positions of snow particles with different diameters vary in the bogie cavity.More precisely,smaller diameter particles are primarily located in the front and upper parts of the bogie cavity,while larger diameter snow particles accumulate at the rear and in the lower parts of the bogie cavity.

An Investigation into the Effects of the Reynolds Number on High-Speed Trains Using a Low Temperature Wind Tunnel Test Facility

A series of tests have been conducted using a Cryogenic Wind Tunnel to study the effect of Reynolds number(Re)on the aerodynamic force and surface pressure experienced by a high speed train.The test Reynolds number has been varied from 1 million to 10 million,which is the highest Reynolds number a wind tunnel has ever achieved for a train test.According to our results,the drag coefficient of the leading car decreases with higher Reynolds number for yaw angles up to 30º.The drag force coefficient drops about 0.06 when Re is raised from 1 million to 10 million.The side force is caused by the high pressure at the windward side and the low pressure generated by the vortex at the lee side.Both pressure distributions are not appreciably affected by Reynolds number changes at yaw angles up to 30°.The lift force coefficient increases with higher Re,though the change is small.At a yaw angle of zero the down force coefficient is reduced by a scale factor of about 0.03 when the Reynolds number is raised over the considered range.At higher yaw angles the lift force coefficient is reduced about 0.1.Similar to the side force coefficient,the rolling moment coefficient does not change much with Re.The magnitude of the pitching moment coefficient increases with higher Re.This indicates that the load on the front bogie is higher at higher Reynolds numbers.The yawing moment coefficient increases with Re.This effect is more evident at higher yaw angles.The yawing moment coefficient increases by about 6%when Re is raised from 1 million to 10 million.The influence of Re on the rolling moment coefficient around the leeward rail is relatively smaller.It increases by about 2%over the considered range of Re.

Multi-objective aerodynamic optimization design of high-speed maglev train nose

Purpose–The nose length is the key design parameter affecting the aerodynamic performance of high-speed maglev train,and the horizontal profile has a significant impact on the aerodynamic lift of the leading and trailing cars Hence,the study analyzes aerodynamic parameters with multi-objective optimization design.Design/methodology/approach–The nose of normal temperature and normal conduction high-speed maglev train is divided into streamlined part and equipment cabin according to its geometric characteristics.Then the modified vehicle modeling function(VMF)parameterization method and surface discretization method are adopted for the parametric design of the nose.For the 12 key design parameters extracted,combined with computational fluid dynamics(CFD),support vector machine(SVR)model and multi-objective particle swarm optimization(MPSO)algorithm,the multi-objective aerodynamic optimization design of highspeed maglev train nose and the sensitivity analysis of design parameters are carried out with aerodynamic drag coefficient of the whole vehicle and the aerodynamic lift coefficient of the trailing car as the optimization objectives and the aerodynamic lift coefficient of the leading car as the constraint.The engineering improvement and wind tunnel test verification of the optimized shape are done.Findings–Results show that the parametric design method can use less design parameters to describe the nose shape of high-speed maglev train.The prediction accuracy of the SVR model with the reduced amount of calculation and improved optimization efficiency meets the design requirements.Originality/value–Compared with the original shape,the aerodynamic drag coefficient of the whole vehicle is reduced by 19.2%,and the aerodynamic lift coefficients of the leading and trailing cars are reduced by 24.8 and 51.3%,respectively,after adopting the optimized shape modified according to engineering design requirements.

铁路隧道内设置缓冲气室的流动特性研究

铁路隧道内设置气室可以减轻列车鼻尖波在传播过程中产生的惯性陡变,并有效地防止隧道洞口出现严重的微气压波。该方法的有效性通常与缓冲气室的压力响应和附近流动特性密切相关。本文基于无黏、轴对称流动模型,对典型波前作用下隧道内单个气室的流动特性进行了数值研究。研究结果表明:对于一个固定体积的气室来说,其连接处尺寸存在一个确定的区间,可以使气室呈现欠阻尼特性;连接处流动的不均匀性会导致气室和隧道内的压力分布呈现一定的三维效应;轴对称模型和一维模型所得最大压力梯度之间的差异主要发生在气室连接处;当波前通过气室约5 m后,该差异逐渐减小至1%左右。此外,我们还通过建立缩比模型实验装置,对比了数值结果和实验结果,验证了数值方法的准确性。

断续时效和非对称轧制对Al-Mg-Si-Zn合金组织、力学性能和晶间腐蚀行为的影响

研究了断续时效(T6I6)和非对称轧制对Al-Mg-Si-Zn合金组织、力学性能和晶间腐蚀(IGC)行为的影响。结果表明,T6合金具有最低的强度和最差的IGC抗性,而T6I6合金具有较高的强度和较好的IGC抗性。另外,引入预轧制变形处理后的合金具有更高的强度和更好的抗IGC性能;经不对称预轧制处理的合金强度最高,抗IGC性能最好,伸长率较低。力学性能取决于微观组织的差异性,如晶粒尺寸、织构、位错密度和沉淀析出相;晶界取向差和晶界微观结构是影响IGC抗性的主要原因。

Microstructure,mechanical properties and stress corrosion behavior of friction stir welded joint of Al-Mg-Si alloy extrusion

Microstructure,mechanical properties and stress corrosion behavior of friction stir welded(FSWed) AlMg-Si alloy were investigated.The average grain sizes of shoulder-affected zone(SAZ),nugget zone(NZ),heat-affected zone(HAZ) and base material(BM) are 6.03,4.80,168.30 and 127.24 μm,respectively.The thermo-mechanically affected zone(TMAZ),which is generated on the edge position between HAZ and weld nugget zone,has a narrow width of 400 μm.The ultimate tensile strength(UTS) of FSWed joint is 232.20 MPa,about 91.04% with respect to that of base material of 255.06 MPa,and the joint fracture occurs at HAZ on advancing side(AS).The FSWed joint is more susceptive to stress corrosion cracking(SCC) than base material,and the SCC susceptibility increases with the rise in temperature.The residual UTS of FSWed joints in constant loaded tests at the load levels of90,105 and 120 MPa is 89.97%,67.50% and 54.75% of the UST of FSWed joint in air,respectively.The increase of the load in constant loaded tests and four-point beambent tests accelerates the SCC of FSWed joints.