Open Access

ARTICLE

Aerodynamic Features of High-Speed Maglev Trains with Different Marshaling Lengths Running on a Viaduct under Crosswinds

Zun-Di Huang¹, Zhen-Bin Zhou^1,2,3, Ning Chang¹, Zheng-Wei Chen^2,3,*, Su-Mei Wang^2,3,*

1 School of Rail Transportation, Wuyi University, Jiangmen, 529020, China
2 National Rail Transit Electrification and Automation Engineering Technology Research Center (Hong Kong Branch), The Hong Kong Polytechnic University, Hong Kong, 999077, China
3 Department of Civil and Environmental Engineering, The Hong Kong Polytechnic University, Hong Kong, 999077, China

* Corresponding Authors: Zheng-Wei Chen. Email: ; Su-Mei Wang. Email:

(This article belongs to the Special Issue: Computer Modeling in Vehicle Aerodynamics)

Computer Modeling in Engineering & Sciences 2024, 140(1), 975-996. https://doi.org/10.32604/cmes.2024.047664

Received 13 November 2023; Accepted 10 January 2024; Issue published 16 April 2024

Abstract

The safety and stability of high-speed maglev trains traveling on viaducts in crosswinds critically depend on their aerodynamic characteristics. Therefore, this paper uses an improved delayed detached eddy simulation (IDDES) method to investigate the aerodynamic features of high-speed maglev trains with different marshaling lengths under crosswinds. The effects of marshaling lengths (varying from 3-car to 8-car groups) on the train’s aerodynamic performance, surface pressure, and the flow field surrounding the train were investigated using the three-dimensional unsteady compressible Navier-Stokes (N-S) equations. The results showed that the marshaling lengths had minimal influence on the aerodynamic performance of the head and middle cars. Conversely, the marshaling lengths are negatively correlated with the time-average side force coefficient () and time-average lift force coefficient () of the tail car. Compared to the tail car of the 3-car groups, the and fell by 27.77% and 18.29%, respectively, for the tail car of the 8-car groups. It is essential to pay more attention to the operational safety of the head car, as it exhibits the highest time average . Additionally, the mean pressure difference between the two sides of the tail car body increased with the marshaling lengths, and the side force direction on the tail car was opposite to that of the head and middle cars. Furthermore, the turbulent kinetic energy of the wake structure on the windward side quickly decreased as marshaling lengths increased.

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