\n 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.

Review of research on high-speed railway aerodynamics in China

An aeroacoustic study of the flow surrounding the front of a simplified ICE3 high-speed train model

For high-speed trains the aerodynamic noise sources become important for speeds above about 300 km/h. The pantograph is mounted on the train roof, often in a shallow cavity. Because of its elevated position it is an important source of noise from high-speed trains, especially in the presence of noise barriers which shield sources that are lower on the train. In this paper, the flow features and noise sources of a high-speed train pantograph and its recess are numerically investigated at a speed of 300 km/h (Mach number 0.24). The geometry of the pantograph recess is simplified as a 'closed' rectangular cavity and two pantographs (one opened and one retracted) are included that are based on a DSA 350 pantograph. To resolve the details of the turbulent flow structures and hence enable accurate noise predictions, the Improved Delayed Detached-Eddy (IDDES) model is used to model the flow field. The Ffowcs-Williams & Hawkings aeroacoustics model is employed for far-field acoustic calculations. In comparison with the same cavity without pantographs, the flow around the cavity shows slightly different characteristics when the pantographs are placed in the cavity. The wake region in the downstream region of the cavity is slightly reduced due to interaction between cavity flow and pantographs. This can affect the noise emission from this region. This study indicates that the main noise sources are from the raised pantograph, and the panhead of the retracted pantograph as shear layers impinge on them. The cavity trailing edge also generates significant levels of noise. The far-field noise is found to be broadband. The directivity of the noise radiated from pantographs and cavity is also obtained.

Effect of cavity flow on high speed train pantograph aerodynamic noise

Numerical investigation of the effect of cavity flow on high speed train pantograph aerodynamic noise

Theoretical modeling and sensitivity analysis of the car-induced unsteady airflow in super high-speed elevator

Aerodynamic noise is a significant source for high-speed trains but its prediction in an industrial context is difficult to achieve. In this article, the flow and aerodynamic noise behaviour of a s...

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J.Y. Zhu

Papers

The flow and flow-induced noise behaviour of a simplified high-speed train bogie in the cavity with and without a fairing