Numerical computation for the impact of pantograph angles on the near-field and far-field aerodynamic noises of pantographs

Pantographs are an important part of power supply systems of high-speed trains, whose good working performance is a guarantee for the steady power supply and safety operation of high-speed trains. The aerodynamic drag of pantographs will have negative impacts on the running of high-speed trains. In the meanwhile, the disturbance effect of pantographs on airflow will cause large aerodynamic noises when a high-speed train runs at a high speed. Therefore, this paper conducted a numerical simulation for the flow field and aerodynamic noises of pantographs on the symmetrical plane, compared simulation results with experimental one, verified the correctness of the numerical simulation model, and further studied the impact of pantograph angles on radiation noises. When pantographs were working, cylindrical rods which were vertical to the direction of airflows had a more obvious disturbance effect on airflows and caused a larger range of vortex shedding. Shedding vortexes were mainly distributed at the pantograph head, hinge joints between upper and lower arms, and rear bases. Near-field aerodynamic noises on the longitudinal symmetrical plane of pantographs were distributed at the lower arm, middle hinge joints and bases. The maximum appeared at the middle hinge joints. The intensity of vortexes at the middle hinge joints, lower arms and bases when the pantograph angle was 60° was more than that at other pantograph angles. In this case, the near-field aerodynamic noise of pantographs was more than that of other pantograph angles. In addition, radiation noises of observation points of pantographs in all directions presented an obvious linear relationship. The far-field radiation noise of pantographs was gradually decreased with the increased distance from pantographs. In addition, the far-field radiation noises of pantographs on the same vertical plane had the intensity with the same level

Systematical research on the aerodynamic noise of the high-lift airfoil based on FW-H method

In numerical computation of aerodynamic noises, the solution accuracy of flow fields has an obvious impact on detailed computation of eddy turbulence and acoustic results. In this paper, LES (Large Eddy Simulation) was used to conduct numerical simulation of flow fields of three-dimensional high-lift L1T2 airfoil. Unsteady flow field data on the solid wall face was extracted as the noise source. The integration method FW-H (Ffowcs Williams-Hawkings) was used to compute far-field noises. The numerical computation method was verified by experiments. Results show that: the numerical computation method used in this paper can provide an accurate solution for computing far-field aerodynamic noises. Finally, based on the verified numerical model, contribution amounts made by each high-lift airfoil component to noises as well as major factors affecting aerodynamic noises were analyzed. Computational results show that: the leading edge slats generated aerodynamic noises mainly because of the unsteady waves which were caused by the grooves between the slat and main wing, as well as small wake eddies generated on the trailing edge of slats; flaps generated aerodynamic noises mainly because of mixing between high-frequency small-scale eddies and low-frequency large-scale eddies caused by flow separation around the wing flaps. Acoustic directivity of leading edge slats and trailing edge flaps showed an obvious dipole characteristic. For both of them, the sound pressure levels reached the maximum value in the direction perpendicular to the chord line

Numerical simulation on the impact of the bionic structure on aerodynamic noises of sidewindow regions in vehicles

The paper adopted a bionic hemispherical convex structure in the A pillar-rear view mirror regions according to actual requirements. Furthermore, impacts of the bionic structure on aerodynamic characteristics and noises in the region were studied. Friction resistance of airflows was greatly reduced, fluctuations and pulsation pressures of flow fields were also reduced, and characteristics of flow fields and sound fields were improved. The computational results were finally verified by the experimental test. Firstly, the aerodynamic lift force coefficient and drag force coefficient of the bionic model were computed, and they were obviously lower than those of the original model. The adhesive force between tires and ground during vehicle running was increased, and the danger degree of “waving” of high-speed vehicle running was weakened. In this way, stability of vehicle running could be improved. Secondly, flow fields of the bionic model were computed. Compared with the original model, an obvious vortex was behind the original model, while no vortexes were behind the bionic model. Therefore, convex structures of the bionic model had obvious impacts on flow fields behind the rear view mirror. Airflow separation situations were obvious improved at wheels, windshield and rear side windows of the bionic model. Due to blocking of convex structures of the A pillar and rear view mirror in the bionic model, airflows was hindered and obvious dragging phenomena were formed. Therefore, flow fields in the side window regions could be improved greatly. In addition, the flow field scope under the rear view mirror in the bionic model was also decreased. Ringed vortex structures appeared behind the rear view mirror in the bionic model. The ringed vortex structures were closely interlaced and then extended together backwards. Vortexes behind the rear view mirror in the original model were chaotic, where most of them were attached on the surface of side windows. In the original model, turbulent flows with certain strength were on the right upper corner of the side window region. In the bionic model, no turbulent flows were in the same regions. This result indicated that through using the bionic convex structures, airflows flowing through side windows could be combed and could move backwards towards upper and lower edges of the side windows. It could be predicted that pulsation pressures on the side window surface would surely decrease. Therefore, aerodynamic noises caused by pulsation pressures in side window regions would also be improved correspondingly. Especially in regions behind A pillar-rear view mirrors, the maximum noise reduction amplitude reached about 20 dB

The simulation model of sucker rod string transverse vibration under the space buckling deformation excitation and rod-tubing eccentric wear in vertical wells

Considering the limitations of the static buckling theory on the eccentric wear of sucker rod and tubing, a new dynamic analysis method for the transverse vibration of sucker rod in the tubing is proposed. Taking the axial distribution load at the rod body and the dynamic load at the bottom into account, the dynamic model of transverse vibration is established based on the space buckling configuration of rod string which regarded as the deformation excitation during the down stroke. To solve the mathematical equations, the finite difference method is used to discretize the well depth, and the Newmark-beta method is used to discretize the time. Meanwhile, a restitution coefficient is introduced to depict the change of velocity and the momentum after the collision. The result shows the phenomenon of rod-tubing collision occurs mainly in the down stroke after the rod string post buckling; the collision force from the wellhead to the bottom increases gradually, of which distributed almost along the entire well depth; and the high frequency collision occurs below the neutral point where the collision force is also the biggest. Further, the collision frequency and the collision force decrease successively from the neutral point to the wellhead direction. But during the up stroke, few collisions occur, and the collision force is also very small. The simulation model is suitable for the eccentric wear analysis of rod-tubing, and provides a new theoretical basis for the optimal allocation of the centralizer

Experimental research on dynamic tensile behavior of full-scale weld-necked flange joints used in transmission steel tubular towers

A new type of weld-necked flange (WF) joint is presented in this paper. The flange neck of the new WF joint adopts an inner-slope section with a taper angle ranged from 20° to 25°, with the flange plate being thicker than the traditional WF joint. Compared to the traditional WF joint, the bolt cluster circle of the new WF joint is reduced relative to the steel tube wall. As a result, the effect of tensile load eccentricity on the steel bolts is significantly reduced. A series of dynamic tensile tests is conducted on the new WF joint. The stiffness of the flange plate is of importance to reduce the prying force for the new WF joint. The thickness of the flange plate, which is an important parameter for the new WF joint, is investigated to study the effects on the new WF joint’s dynamic behavior. Meanwhile, the finite element model of the new WF joint is developed to study their dynamic tensile behavior. The finite element model is verified by experimental results and proved to be precise and reliable. Base on the finite element analysis, the dynamic stress distribution and contact pressure at typical locations of the new WF joints are better revealed. Afterwards, a simplified design model for the new WF joints under tensile force is proposed, which can meet the safety and economic requirements in practical engineering projects. Furthermore, the design model can provide valuable reference for the design of the new WF joints

Numerical optimization for vibration and noise of the wheel based on PSO-GA method

Currently, those reported researches conducted optimal design for the wheel only in order to reduce the tread wear and increase the service life, but they did not consider the wheel vibration and radiation noise which seriously influence people’s life and did not achieve obvious noise reduction effects. Aiming at this question, a multi-body dynamic model of the high-speed train was established, and the vertical and radial force was extracted to input into the finite element model of the wheel to compute its vibration characteristics. Then, the wheel was conducted on a multi-objective optimization based on particle swarm optimization improved by genetic algorithm (PSO-GA) method. Finally, the optimized vibration results were mapped to the acoustic element model to compute the radiation noise of the wheel. The computational model was also validated by experimental test. In order to observe the optimized effect, the optimized results were compared with those of the traditional GA and PSO method. Solutions of the traditional GA and PSO method were relatively dispersed during iterations and the algorithm could easily fall into the locally optimal solution. The optimized results of PSO-GA method were obviously better. Compared with the original wheel, the vibration acceleration was reduced by 22.9 %, and the mass was reduced by 1.1 %. Finally, the optimized vibration was mapped to the boundary element model to compute the radiation noise of the wheel, and the computational results were compared with the original wheel. Radiation noises of the original wheel were obviously more than that of the optimized wheel, and there were a lot of obvious peak noises in the original wheel. Radiation noises of the optimized wheel only had two obvious noise peaks in the analyzed frequency. Therefore, a wheel with low noises and lightweight was achieved in this paper

Experimental research on dynamic tensile behavior of full-scale weld-necked flange joints used in transmission steel tubular towers

A new type of weld-necked flange (WF) joint is presented in this paper. The flange neck of the new WF joint adopts an inner-slope section with a taper angle ranged from 20° to 25°, with the flange plate being thicker than the traditional WF joint. Compared to the traditional WF joint, the bolt cluster circle of the new WF joint is reduced relative to the steel tube wall. As a result, the effect of tensile load eccentricity on the steel bolts is significantly reduced. A series of dynamic tensile tests is conducted on the new WF joint. The stiffness of the flange plate is of importance to reduce the prying force for the new WF joint. The thickness of the flange plate, which is an important parameter for the new WF joint, is investigated to study the effects on the new WF joint’s dynamic behavior. Meanwhile, the finite element model of the new WF joint is developed to study their dynamic tensile behavior. The finite element model is verified by experimental results and proved to be precise and reliable. Base on the finite element analysis, the dynamic stress distribution and contact pressure at typical locations of the new WF joints are better revealed. Afterwards, a simplified design model for the new WF joints under tensile force is proposed, which can meet the safety and economic requirements in practical engineering projects. Furthermore, the design model can provide valuable reference for the design of the new WF joints

Numerical optimization for acoustic performance of the micro-perforated plate and its application in high-speed trains

Currently, researches on the acoustic radiation efficiency and sound insulation performance of the micro-perforated plate mainly focused on the experimental test, and the numerical simulation is rarely reported. In this paper, firstly, the discrete element method was applied to test the acoustic radiation efficiency of the micro-perforated plate. It was shown that the experimental result was reliable, which made up for the deficiency of the traditional vibro-acoustic test method. Secondly, the pulse decay method was used to test the damping loss factor of the perforated plate. Then, the transfer admittance on both sides of the micro-perforated plate was computed to simulate the properties of the hole. Finally, the damping loss factor and admittance were imported into the boundary element model (BEM) of the micro-perforated plate, in order to compute the transmission loss, and it was compared with that of the experimental test. As shown from the compared result, the sound insulation performance of the micro-perforated plate can be predicted effectively using this method. Based on the verified simulation model, the impact of the hole diameter, plate thickness and perforation rate on sound insulation performance of the perforated plate was studied. However, each structural parameter of the perforated plate can't be optimal through the above analysis. As a result, an optimization design was conducted on it based on the improved genetic algorithm. Finally, the perforated plate which had the optimal structural parameter and performance was obtained. Finally, the optimized perforated plate was applied on the high-speed train, and the experimental results showed that the interior noise in the high-speed train was reduced obviously