TY - JOUR
T1 - Aerodynamic characteristics of the train–SENB (semi-enclosed noise barrier) system
T2 - A high-speed model experiment and LES study
AU - Liu, Yikang
AU - Yang, Weichao
AU - Deng, E.
AU - Wang, Youwu
AU - He, Xuhui
AU - Huang, Yongming
AU - Zou, Yunfeng
N1 - Funding Information:
This work was funded by the National Natural Science Foundation of China [grant numbers 51978670 and U1934209 ], Science and Technology Research and Development Program Project of China railway group limited (Major Special Project, 2021-Special-04-2), the National Outstanding Youth Science Fund Project of National Natural Science Foundation of China [grant number 51925808 ], the Research Grants Council, University Grants Committee of the Hong Kong Special Administrative Region (SAR) , China [grant number R-5020-18 ], the Innovation and Technology Commission of the Hong Kong SAR Government [grant number K-BBY1 ] and The Hong Kong Polytechnic University's Postdoc Matching Fund Scheme [grant number 1-W21Q ].
Publisher Copyright:
© 2022 Elsevier Ltd
PY - 2023/1
Y1 - 2023/1
N2 - The aerodynamic effect of a passing high-speed train (HST) may cause structural damage to the semi-enclosed noise barrier (SENB). Moreover, the rapid variation of the aerodynamic environment may deteriorate the operation stability of the train and passenger comfort. Three types of rectangular SENBs, namely, inverted-L-shaped noise barriers installed on double-line railways (ILSNB-DL), inverted-L-shaped noise barriers with a vertical board installed on double-line railways (ILSNBVB-DL) and inverted-L-shaped noise barriers with a vertical board installed on single-line railways (ILSNBVB-SL), are considered in this research. By establishing a 1:16.8 train–SENB moving-model system and a corresponding large eddy simulation (LES) model, the time-history and spatial characteristics, flow field mechanism and spectral characteristics of the aerodynamic pressure acting on the three types of SENBs are investigated. Moreover, the differences in the time-history characteristic, flow field mechanism and spectral characteristic of the aerodynamic loads on the HST when passing through the three types of SENBs are also compared. The aerodynamic pressure inside ILSNBVB-DL is more than 27% higher than that of ILSNB-DL, and the aerodynamic pressure inside ILSNBVB-SL is more than 16% higher than that of ILSNBVB-DL. When the HST enters and exits ILSNBVB-SL, the area with positive and negative pressure on the train surface varies the most dramatically, causing the amplitude of the lift force of the HST when passing through ILSNBVB-SL being approximately four times the value when the HST passes through ILSNB-DL and ILSNBVB-DL. When the HST enters and exits ILSNB-DL and ILSNBVB-DL, the pressure difference between the two sides of the HST is greater than that when the HST enters and exits ILSNBVB-SL, leading to the maximum amplitude of the side force of the HST passing through ILSNB-DL being 1.8 times of the value for ILSNBVB-DL and ILSNBVB-SL.
AB - The aerodynamic effect of a passing high-speed train (HST) may cause structural damage to the semi-enclosed noise barrier (SENB). Moreover, the rapid variation of the aerodynamic environment may deteriorate the operation stability of the train and passenger comfort. Three types of rectangular SENBs, namely, inverted-L-shaped noise barriers installed on double-line railways (ILSNB-DL), inverted-L-shaped noise barriers with a vertical board installed on double-line railways (ILSNBVB-DL) and inverted-L-shaped noise barriers with a vertical board installed on single-line railways (ILSNBVB-SL), are considered in this research. By establishing a 1:16.8 train–SENB moving-model system and a corresponding large eddy simulation (LES) model, the time-history and spatial characteristics, flow field mechanism and spectral characteristics of the aerodynamic pressure acting on the three types of SENBs are investigated. Moreover, the differences in the time-history characteristic, flow field mechanism and spectral characteristic of the aerodynamic loads on the HST when passing through the three types of SENBs are also compared. The aerodynamic pressure inside ILSNBVB-DL is more than 27% higher than that of ILSNB-DL, and the aerodynamic pressure inside ILSNBVB-SL is more than 16% higher than that of ILSNBVB-DL. When the HST enters and exits ILSNBVB-SL, the area with positive and negative pressure on the train surface varies the most dramatically, causing the amplitude of the lift force of the HST when passing through ILSNBVB-SL being approximately four times the value when the HST passes through ILSNB-DL and ILSNBVB-DL. When the HST enters and exits ILSNB-DL and ILSNBVB-DL, the pressure difference between the two sides of the HST is greater than that when the HST enters and exits ILSNBVB-SL, leading to the maximum amplitude of the side force of the HST passing through ILSNB-DL being 1.8 times of the value for ILSNBVB-DL and ILSNBVB-SL.
KW - Aerodynamic characteristic
KW - High-speed trains
KW - Large eddy simulation
KW - Moving-model experiment
KW - Rectangular semi-enclosed noise barrier
UR - http://www.scopus.com/inward/record.url?scp=85145780134&partnerID=8YFLogxK
U2 - 10.1016/j.jweia.2022.105251
DO - 10.1016/j.jweia.2022.105251
M3 - Journal article
AN - SCOPUS:85145780134
SN - 0167-6105
VL - 232
JO - Journal of Wind Engineering and Industrial Aerodynamics
JF - Journal of Wind Engineering and Industrial Aerodynamics
M1 - 105251
ER -