High-speed railway aerodynamics is the key basic science for solving the bottleneck problem of high-speed railway development.This paper systematically summarizes the aerodynamic research relating to China’s high-spe...High-speed railway aerodynamics is the key basic science for solving the bottleneck problem of high-speed railway development.This paper systematically summarizes the aerodynamic research relating to China’s high-speed railway network.Seven key research advances are comprehensively discussed,including train aerodynamic drag-reduction technology,train aerodynamic noise-reduction technology,train ventilation technology,train crossing aerodynamics,train/tunnel aerodynamics,train/climate environment aerodynamics,and train/human body aerodynamics.Seven types of railway aerodynamic test platform built by Central South University are introduced.Five major systems for a high-speed railway network—the aerodynamics theoretical system,the aerodynamic shape(train,tunnel,and so on)design system,the aerodynamics evaluation system,the 3D protection system for operational safety of the high-speed railway network,and the high-speed railway aerodynamic test/computation/analysis platform system—are also introduced.Finally,eight future development directions for the field of railway aerodynamics are proposed.For over 30 years,railway aerodynamics has been an important supporting element in the development of China’s high-speed railway network,which has also promoted the development of high-speed railway aerodynamics throughout the world.展开更多
This paper presents a detailed investigation, via field experiment, into the mechanism of high-order polygonal wear of wheels of a new type of high-speed train. The investigation was carried out during the performance...This paper presents a detailed investigation, via field experiment, into the mechanism of high-order polygonal wear of wheels of a new type of high-speed train. The investigation was carried out during the performance acceptance test of the train and its initial commercial operation. The investigation covered the performance acceptance test of 150 000 km and the commercial operation of about 150 000 km. In the performance acceptance test of the first stage of about 70 000 km, at 200-250 km/h with full loading and sometimes overloading by 30%, the serious polygonal wear of 23-order took place on all the wheels of the train, and was measured and analyzed in detail. All the potygonized wheels were re-profiled because the polygonal wear had caused strong vibration and damage to the train parts. After re-profiling, the vibration of the train and track and the wear status of the wheels were measured and analyzed at different test mileages according to the polygonal wear situation of the wheels. The measured vibration of the train includes the accelerations at different positions of a motor car and a trail car. The vibration modes of the key parts of the bogies of the two cars were calculated. Meanwhile, the track resonant frequencies were investigated at the site. The purpose of the above tests and analysis is try to find the frequency of work mode matching the passing frequency of the high-order wheel polygon. The present investigation shows that one of the working models causes the formation and development of the high-order wheel polygonal wear. The growth of this wear was effectively reduced through the frequent changing of the running speed of the train operating on the way back and forth every day.展开更多
Serviceability and running safety of the high-speed train on/through a bridge are of major concern in China. Due to the uncertainty chain of the train dynamic analysis in crosswinds originating mainly from the aerodyn...Serviceability and running safety of the high-speed train on/through a bridge are of major concern in China. Due to the uncertainty chain of the train dynamic analysis in crosswinds originating mainly from the aerodynamic assessment, this paper primarily reviews five meaningful progresses on the aerodynamics of the train-bridge system done by Wind Tunnel Laboratory of Central South University in the past several years. Firstly, the flow around the train and the uncertainty origin of the aerodynamic assessment are described from the fluid mechanism point of view. After a brief introduction of the current aerodynamic assessment methods with their strengths and weaknesses, a new-developed TRAIN-INFRASTRUCTURE rig with the maximum launch speed of 35 m/s is introduced. Then, several benchmark studies are presented, including the statistic results of the characterized geometry parameters of the currently utilized bridge-decks, the aerodynamics of the train, and the aerodynamics of the flat box/truss bridge-decks. Upon compared with the foregoing mentioned benchmarks, this paper highlights the aerodynamic interference of the train-bridge system associated with its physical natures. Finally, a porosity-and orientation-adjustable novel wind barrier with its effects on the aerodynamics of the train-bridge system is discussed.展开更多
针对安徽省天长和宿松气象站建站至2010年逐年平均风速资料,分别利用直接检验方法和3种间接检验方法:标准正态均一检验(the standard normalhomogeneity test,SNHT)、惩罚最大t检验(the penalized maximal t test,PMTT)和惩罚最大F检验(...针对安徽省天长和宿松气象站建站至2010年逐年平均风速资料,分别利用直接检验方法和3种间接检验方法:标准正态均一检验(the standard normalhomogeneity test,SNHT)、惩罚最大t检验(the penalized maximal t test,PMTT)和惩罚最大F检验(the penalized maximal F test,PMFT),对这两个气象站逐年平均风速序列进行了均一性检验,并对不同检验方法的效果进行了对比分析。研究结果表明:1)站址迁移、观测场环境变化、仪器变更以及测风手段变化等均能对年平均风速序列的均一性产生影响,其中测风手段变化的影响最为明显。2)由于以气象台站观测记录为依据,直接检验得到的结果最为真实可信;此外SNHT、PMTT和PMFT方法对年平均风速序列的间断点均有一定的检验能力,但遗漏间断点的情况也比较明显。因而在年平均风速序列的均一性检验中,若气象台站观测记录相对较齐全,首先考虑采用直接检验,然后再考虑补充采用其他间接检验手段。展开更多
文摘High-speed railway aerodynamics is the key basic science for solving the bottleneck problem of high-speed railway development.This paper systematically summarizes the aerodynamic research relating to China’s high-speed railway network.Seven key research advances are comprehensively discussed,including train aerodynamic drag-reduction technology,train aerodynamic noise-reduction technology,train ventilation technology,train crossing aerodynamics,train/tunnel aerodynamics,train/climate environment aerodynamics,and train/human body aerodynamics.Seven types of railway aerodynamic test platform built by Central South University are introduced.Five major systems for a high-speed railway network—the aerodynamics theoretical system,the aerodynamic shape(train,tunnel,and so on)design system,the aerodynamics evaluation system,the 3D protection system for operational safety of the high-speed railway network,and the high-speed railway aerodynamic test/computation/analysis platform system—are also introduced.Finally,eight future development directions for the field of railway aerodynamics are proposed.For over 30 years,railway aerodynamics has been an important supporting element in the development of China’s high-speed railway network,which has also promoted the development of high-speed railway aerodynamics throughout the world.
基金Project supported by the National Natural Science Foundation of China （No. U 1134202）
文摘This paper presents a detailed investigation, via field experiment, into the mechanism of high-order polygonal wear of wheels of a new type of high-speed train. The investigation was carried out during the performance acceptance test of the train and its initial commercial operation. The investigation covered the performance acceptance test of 150 000 km and the commercial operation of about 150 000 km. In the performance acceptance test of the first stage of about 70 000 km, at 200-250 km/h with full loading and sometimes overloading by 30%, the serious polygonal wear of 23-order took place on all the wheels of the train, and was measured and analyzed in detail. All the potygonized wheels were re-profiled because the polygonal wear had caused strong vibration and damage to the train parts. After re-profiling, the vibration of the train and track and the wear status of the wheels were measured and analyzed at different test mileages according to the polygonal wear situation of the wheels. The measured vibration of the train includes the accelerations at different positions of a motor car and a trail car. The vibration modes of the key parts of the bogies of the two cars were calculated. Meanwhile, the track resonant frequencies were investigated at the site. The purpose of the above tests and analysis is try to find the frequency of work mode matching the passing frequency of the high-order wheel polygon. The present investigation shows that one of the working models causes the formation and development of the high-order wheel polygonal wear. The growth of this wear was effectively reduced through the frequent changing of the running speed of the train operating on the way back and forth every day.
基金Project(2017YFB1201204)supported by National Key R&D Program of ChinaProjects(51925808,U1934209)supported by the National Natural Science Foundation of China。
文摘Serviceability and running safety of the high-speed train on/through a bridge are of major concern in China. Due to the uncertainty chain of the train dynamic analysis in crosswinds originating mainly from the aerodynamic assessment, this paper primarily reviews five meaningful progresses on the aerodynamics of the train-bridge system done by Wind Tunnel Laboratory of Central South University in the past several years. Firstly, the flow around the train and the uncertainty origin of the aerodynamic assessment are described from the fluid mechanism point of view. After a brief introduction of the current aerodynamic assessment methods with their strengths and weaknesses, a new-developed TRAIN-INFRASTRUCTURE rig with the maximum launch speed of 35 m/s is introduced. Then, several benchmark studies are presented, including the statistic results of the characterized geometry parameters of the currently utilized bridge-decks, the aerodynamics of the train, and the aerodynamics of the flat box/truss bridge-decks. Upon compared with the foregoing mentioned benchmarks, this paper highlights the aerodynamic interference of the train-bridge system associated with its physical natures. Finally, a porosity-and orientation-adjustable novel wind barrier with its effects on the aerodynamics of the train-bridge system is discussed.
文摘针对安徽省天长和宿松气象站建站至2010年逐年平均风速资料,分别利用直接检验方法和3种间接检验方法:标准正态均一检验(the standard normalhomogeneity test,SNHT)、惩罚最大t检验(the penalized maximal t test,PMTT)和惩罚最大F检验(the penalized maximal F test,PMFT),对这两个气象站逐年平均风速序列进行了均一性检验,并对不同检验方法的效果进行了对比分析。研究结果表明:1)站址迁移、观测场环境变化、仪器变更以及测风手段变化等均能对年平均风速序列的均一性产生影响,其中测风手段变化的影响最为明显。2)由于以气象台站观测记录为依据,直接检验得到的结果最为真实可信;此外SNHT、PMTT和PMFT方法对年平均风速序列的间断点均有一定的检验能力,但遗漏间断点的情况也比较明显。因而在年平均风速序列的均一性检验中,若气象台站观测记录相对较齐全,首先考虑采用直接检验,然后再考虑补充采用其他间接检验手段。
