A high-speed train-track coupling dynamic model is used to investigate the dynamic behavior of a high-speed train operating on a curved track with failed fasteners. The model considers a high-speed train consisting of...A high-speed train-track coupling dynamic model is used to investigate the dynamic behavior of a high-speed train operating on a curved track with failed fasteners. The model considers a high-speed train consisting of eight vehicles coupled with a ballasted track. The vehicle is modeled as a multi-body system, and the rail is modeled with a Timoshenko beam resting on the discrete sleepers. The vehicle model considers the effect of the end connections of the neighboring vehicles on the dynamic behavior. The track model takes into account the lateral, vertical, and torsional deformations of the rails and the effect of the discrete sleeper support on the coupling dynamics of the vehicles and the track. The sleepers are assumed to move backward at a constant speed to simulate the vehicle running along the track at the same speed. The train model couples with the track model by using a Hertzian contact model for the wheel/rail normal force calculation, and the nonlinear creep theory by Shen et al. (1984) is used for wheel/rail tangent force calculation. In the analysis, a curved track of 7000-m radius with failed fasteners is selected, and the effects of train operational speed and the number of failed fasteners on the dynamic behaviors of the train and the track are investigated in detail. Furthermore, the wheel/rail forces and derailment coefficient and the wheelset loading reduction are analyzed when the high-speed train passes over the curved track with the different number of continuously failed fasteners at different operational speeds. Through the detailed numerical analysis, it is found that the high-speed train can operate normally on the curved track of 7000-m radius at the speeds of 200 km/h to 350 km/h.展开更多
A large eddy simulation of cross-flow around a sinusoidal wavy cylinder at Re = 3000 was performed and the load cell measurement was introduced for the validation test. The mean flow field and the near wake flow struc...A large eddy simulation of cross-flow around a sinusoidal wavy cylinder at Re = 3000 was performed and the load cell measurement was introduced for the validation test. The mean flow field and the near wake flow structures were presented and compared with those for a circular cylinder at the same Reynolds number. The mean drag coefficient for the wavy cylinder is smaller than that for a corresponding circular cylinder due to the formation of a longer wake vortex generated by the wavy cylinder. The fluctuating lift coefficient of the wavy cylinder is also greatly reduced. This kind of wavy surface leads to the formation of 3-D free shear layers which are more stable than purely 2-D free shear layers. Such free shear layers only roll up into mature vortices at further downstream position and significantly modify the near wake structures and the pressure distributions around the wavy cylinder. Moreover, the simulations in laminar flow condition were also performed to investigate the effect of Reynolds number on force reduction control.展开更多
In this paper, the control of turbulent channel flow by space-dependent electromagnetic force and the mechanism of drag reduction are investigated with the direct numerical simulation(DNS) methods for different Reynol...In this paper, the control of turbulent channel flow by space-dependent electromagnetic force and the mechanism of drag reduction are investigated with the direct numerical simulation(DNS) methods for different Reynolds numbers. A formulation is derived to express the relation between the drag and the Reynolds shear stress. With the application of optimal electromagnetic force, the in-depth relations among characteristic structures in the flow field, mean Reynolds shear stress, and the effect of drag reduction for different Reynolds numbers are discussed. The results indicate that the maximum drag reductions can be obtained with an optimal combination of parameters for each case of different Reynolds numbers. The regular quasi-streamwise vortex structures, which appear in the flow field, have the same period with that of the electromagnetic force.These structures suppress the random velocity fluctuations, which leads to the absolute value of mean Reynolds shear stress decreasing and the distribution of that moving away from the wall. Moreover, the wave number of optimal electromagnetic force increases,and the scale of the regular quasi-streamwise vortex structures decreases as the Reynolds number increases. Therefore, the rate of drag reduction decreases with the increase in the Reynolds number since the scale of the regular quasi-streamwise vortex structures decreases.展开更多
基金Project supported by the National Natural Science Foundation of China (No. U1134202)the National Basic Research Program (973) of China (No. 2011CB711103)the Program for Changjiang Scholars and Innovative Research Team in University (Nos. IRT1178and SWJTU12ZT01), China
文摘A high-speed train-track coupling dynamic model is used to investigate the dynamic behavior of a high-speed train operating on a curved track with failed fasteners. The model considers a high-speed train consisting of eight vehicles coupled with a ballasted track. The vehicle is modeled as a multi-body system, and the rail is modeled with a Timoshenko beam resting on the discrete sleepers. The vehicle model considers the effect of the end connections of the neighboring vehicles on the dynamic behavior. The track model takes into account the lateral, vertical, and torsional deformations of the rails and the effect of the discrete sleeper support on the coupling dynamics of the vehicles and the track. The sleepers are assumed to move backward at a constant speed to simulate the vehicle running along the track at the same speed. The train model couples with the track model by using a Hertzian contact model for the wheel/rail normal force calculation, and the nonlinear creep theory by Shen et al. (1984) is used for wheel/rail tangent force calculation. In the analysis, a curved track of 7000-m radius with failed fasteners is selected, and the effects of train operational speed and the number of failed fasteners on the dynamic behaviors of the train and the track are investigated in detail. Furthermore, the wheel/rail forces and derailment coefficient and the wheelset loading reduction are analyzed when the high-speed train passes over the curved track with the different number of continuously failed fasteners at different operational speeds. Through the detailed numerical analysis, it is found that the high-speed train can operate normally on the curved track of 7000-m radius at the speeds of 200 km/h to 350 km/h.
基金supported by the Research Fund for the Doctoral Program of Higher Education of China (Grant No. 200804971025)the Council of the Hong Kong Special Administrative Region, China (Grant No. PolyU 5311/04E)
文摘A large eddy simulation of cross-flow around a sinusoidal wavy cylinder at Re = 3000 was performed and the load cell measurement was introduced for the validation test. The mean flow field and the near wake flow structures were presented and compared with those for a circular cylinder at the same Reynolds number. The mean drag coefficient for the wavy cylinder is smaller than that for a corresponding circular cylinder due to the formation of a longer wake vortex generated by the wavy cylinder. The fluctuating lift coefficient of the wavy cylinder is also greatly reduced. This kind of wavy surface leads to the formation of 3-D free shear layers which are more stable than purely 2-D free shear layers. Such free shear layers only roll up into mature vortices at further downstream position and significantly modify the near wake structures and the pressure distributions around the wavy cylinder. Moreover, the simulations in laminar flow condition were also performed to investigate the effect of Reynolds number on force reduction control.
基金supported by the National Natural Science Foundation of China(No.11672135)the Foundation for the Author of National Excellent Doctoral Dissertation of China(No.201461)
文摘In this paper, the control of turbulent channel flow by space-dependent electromagnetic force and the mechanism of drag reduction are investigated with the direct numerical simulation(DNS) methods for different Reynolds numbers. A formulation is derived to express the relation between the drag and the Reynolds shear stress. With the application of optimal electromagnetic force, the in-depth relations among characteristic structures in the flow field, mean Reynolds shear stress, and the effect of drag reduction for different Reynolds numbers are discussed. The results indicate that the maximum drag reductions can be obtained with an optimal combination of parameters for each case of different Reynolds numbers. The regular quasi-streamwise vortex structures, which appear in the flow field, have the same period with that of the electromagnetic force.These structures suppress the random velocity fluctuations, which leads to the absolute value of mean Reynolds shear stress decreasing and the distribution of that moving away from the wall. Moreover, the wave number of optimal electromagnetic force increases,and the scale of the regular quasi-streamwise vortex structures decreases as the Reynolds number increases. Therefore, the rate of drag reduction decreases with the increase in the Reynolds number since the scale of the regular quasi-streamwise vortex structures decreases.
