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A. Adamu¹ and J. Zhang^1,2,3

¹Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, China
²Joint International Research Laboratory of Key Technology for Rail Traffic Safety, Central South University, Changsha, China
³National & Local Joint Engineering Research Center of Safety Technology for Rail Vehicle, Changsha, China

doi:10.4203/ccc.1.18.9

A. Adamu, J. Zhang, "Effect of Windshield Configuration and Train Marshalling Length on Train Aerodynamic Performance", in J. Pombo, (Editor), "Proceedings of the Fifth International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Edinburgh, UK, Online volume: CCC 1, Paper 18.9, 2022, doi:10.4203/ccc.1.18.9

Keywords: high speed train, windshield, aerodynamic drag, RANS method.

Abstract

The impact of different windshield configurations (internal and external), and train length (3, 6 and 8-car group), on the aerodynamic characteristics of a high-speed train (HST) was investigated. The shear stress transport (SST) k-ω turbulence model was employed to determine the airflow features of the train at Re=2.3×106. The result shows that for 3-car group trains, Case 2, Case 3 and Case 4 experience a drag reduction of 1.5%, 1.3% and 2.0% respectively as compared to Case 1. When the marshalling length increase, the aerodynamic drag decreases by 4.2%, 3.7% and 4.7% for the 6-car group trains; while it is 5.0%, 4.7% and 5.2% respectively, for 8-car group trains. Therefore, employing an external windshield for all the inter-carriage gaps except the first gap has the potential to not only reduce the aerodynamic drag of the head and tail cars, but also that of the train for all marshalling length. Though the aerodynamic drag of the head car increases significantly with external windshield, when all the inter-carriage gaps are enclosed with an external windshield, the total aerodynamic drag is reduced significantly. Therefore, to reduce the energy consumption and increase the train speed, fully enclosed external windshield should be employed for all the inter-carriage of the new generation of HSTs.

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Front Page Browse CCC CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	Civil-Comp Conferences ISSN 2753-3239 CCC: 1 PROCEEDINGS OF THE FIFTH INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE Edited by: J. Pombo Paper 18.9 Effect of Windshield Configuration and Train Marshalling Length on Train Aerodynamic Performance A. Adamu¹ and J. Zhang^1,2,3 ¹Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, China ²Joint International Research Laboratory of Key Technology for Rail Traffic Safety, Central South University, Changsha, China ³National & Local Joint Engineering Research Center of Safety Technology for Rail Vehicle, Changsha, China doi:10.4203/ccc.1.18.9 Full Bibliographic Reference for this paper A. Adamu, J. Zhang, "Effect of Windshield Configuration and Train Marshalling Length on Train Aerodynamic Performance", in J. Pombo, (Editor), "Proceedings of the Fifth International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Edinburgh, UK, Online volume: CCC 1, Paper 18.9, 2022, doi:10.4203/ccc.1.18.9 Keywords: high speed train, windshield, aerodynamic drag, RANS method. Abstract The impact of different windshield configurations (internal and external), and train length (3, 6 and 8-car group), on the aerodynamic characteristics of a high-speed train (HST) was investigated. The shear stress transport (SST) k-ω turbulence model was employed to determine the airflow features of the train at Re=2.3×106. The result shows that for 3-car group trains, Case 2, Case 3 and Case 4 experience a drag reduction of 1.5%, 1.3% and 2.0% respectively as compared to Case 1. When the marshalling length increase, the aerodynamic drag decreases by 4.2%, 3.7% and 4.7% for the 6-car group trains; while it is 5.0%, 4.7% and 5.2% respectively, for 8-car group trains. Therefore, employing an external windshield for all the inter-carriage gaps except the first gap has the potential to not only reduce the aerodynamic drag of the head and tail cars, but also that of the train for all marshalling length. Though the aerodynamic drag of the head car increases significantly with external windshield, when all the inter-carriage gaps are enclosed with an external windshield, the total aerodynamic drag is reduced significantly. Therefore, to reduce the energy consumption and increase the train speed, fully enclosed external windshield should be employed for all the inter-carriage of the new generation of HSTs. download the full-text of this paper (PDF, 5 pages, 255 Kb) go to the previous paper go to the next paper return to the table of contents return to the volume description
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