Scientists have announced the development of a new method that can reduce the drag in next-generation high-speed trains.
The approach can potentially enable more energy-efficient operations at 248.5 miles per hour (400 kmph), the scientists said.
Most of the high-speed trains running today operate at 217 miles per hour (350 kmph), but the speed of next-generation trains is expected to reach 248.5 mph. Therefore, it is important to investigate the aerodynamic drag properties and propose drag reduction schemes with application value.
The team from China analyzed aerodynamic characteristics of a 248.5 mph speeding train using a numerical simulation method. They found that the aerodynamic drag accounted for a large proportion of the head, pantograph, and bogie.
They then tested the drag on a train running at high speeds with different streamlined lengths, train heights, depths of pantograph platforms, pantograph structures, bogie fairings, and bottom plates.
The team then put together the drag reduction schemes for each area and came up with a design that showed aerodynamic drag getting reduced by up to 22.11 percent compared to the original model.
The scientists say that for trains, up to 30 percent of the traction energy is consumed by motion drag. Moreover, high-speed trains correspond to increased energy consumption.
Compared with the 217 mph high-speed train, the total drag of the 248 mph HST increases by nearly 30 percent during operation, the scientists say in the paper.
Therefore, the team’s approach relies on design optimization of multiple train components, and it achieved a 22.11 percent reduction in aerodynamic drag as compared to current operational models.
The team says that it is one of the most substantial improvements in high-speed trains in recent days.
Improving aerodynamics of the future
“The key to substantial drag reduction lies in coordinated improvements across multiple train components,” explained first author Prof. Wang Tiantian, from Central South University’s Key Laboratory of Traffic Safety on Track.
“While conventional approaches often focus on optimizing individual elements in isolation, we’ve found that simultaneously enhancing the train’s nose shape, pantograph design, and bogie fairings can deliver notable improvements.”
The scientists observed that extending the streamlined nose to 49.2 feet (15 meters) and reducing the train height led to some significant aerodynamic benefits.
“The redesigned low-drag pantograph, featuring optimized geometry, demonstrated promising performance gains,” says Wang. “Additionally, certain uneven bogie fairing configurations might offer advantages over traditional flush designs in specific applications.”
Although more studies are needed on the topic, the proposed drag reduction measures can guide engineers to make better high-speed trains that have a better aerodynamic shape.
As of today, China has tested the CR450 train, which can reach a maximum speed of 281 miles per hour (453 kmph). In commercial operations, it can reach speeds of 249 mph (400 kmph). The Shanghai Maglev operates at speeds of 286 mph (460 kmph).
France’s modified Train à Grande Vitesse (TGV) had achieved a speed of 357 mph in tests way back in 2007, but in normal operations, it plies between 167 and 199 miles per hour.
Japan’s superconducting Maglev train had also reached speeds of 375 miles per hour (603 kmph) in tests. It is also planning a JR SCMaglev L0 Series, which can reach speeds of 314 mph (505 kmph).
The paper has been published in the journal Advances in Wind Engineering.
Abhishek Bhardwaj Abhishek brings a wealth of experience in covering diverse stories across different beats. Having contributed to renowned wire agencies and Indian media outlets like ANI and NDTV, he is keenly interested in Tech, Business and Defense coverage.