![]() The train speed in these three cases was 250 km/h. Three cases were simulated in this paper, including two tunnel lengths and two different configurations of the train. The moving boundary problem was treated using the sliding mesh technology. Three-dimensional unsteady compressible Reynolds-averaged Navier-Stokes equations and a realizable k-ε turbulence model were used to describe the airflow characteristics around a high-speed train in the tunnel. This paper focuses on the computational analysis of the slipstream caused by high-speed trains passing through double-track tunnels with a cross-sectional area of 100 m2. Numerical analysis of the slipstream development around a high-speed train in a double-track tunnel.Īnalysis of the slipstream development around the high-speed trains in tunnels would provide references for assessing the transient gust loads on trackside workers and trackside furniture in tunnels. 7 deg nominally) the interference drag was favorable by about the same magnitude. However, at the higher swirl angles (11 deg vs. The force results indicated that the interference drag amounted to an increase of ten counts or about 3% of the wing-body drag for a two engine configuration at the nominal propeller operating conditions. ![]() A traversing total pressure rake was used to make flow field measurements behind the wing and to calibrate the slipstream simulator. A supercritical wing-body configuration was used to evaluate the interference effects. An ejector-nacelle propeller slipstream simulator was used to produce a slipstream with characteristics typical of advanced propellers presently being investigated. The test was conducted in the NASA Ames 14-foot wind tunnel. To quantify the installed performance of high speed (M = 0.8) turboprop propulsion systems, an experimental program designed to assess the magnitude of the aerodynamic interference of a propeller slipstream on a supercritical wing has been conducted. Simulated propeller slipstream effects on a supercritical wing
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