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Predicting noise from the actual train model by numerical simulation and wind tunnel testing requires appropriate corrections based on reduced model scale and airflow velocity. This paper utilises the Improved Delayed Detached Eddy Simulation method (IDDES) in conjunction with the Ffowcs Williams-Hawkings equation (FW-H) for simulating flow fields and predicting noise. The subdomain models of high-speed train head and leading bogie were used to investigate the effects of the model scale ratio (λ) and the airflow velocity ratio (γ) on the aerodynamic noise. The results show that compared with the baseline condition (case0), only reducing the model scale (case1) will lead to an increase in local viscous flow, thereby weakening the flow velocity and surface pressure fluctuation intensity in the bogie region, and the overall noise level is slightly reduced, with a difference of less than 1 dB. However, as expected, there is a significant frequency shift in the noise spectra. For case2, the model scale and the airflow velocity are reduced simultaneously to ensure the same Strouhal number, and the vortex structure and sound source distribution characteristics are closer to case0. The noise spectra have no frequency shift, but the noise level is reduced by 60 log10(γ).

It is noteworthy to explore potential measures for further reducing the aerodynamic drag and noise of high-speed pantographs. This paper proposes a method of introducing spanwise waviness into the upper and lower arms. The improved delayed detached eddy simulation (IDDES) method and the Ffowcs Williams and Hawkings (FW-H) equation are used for flow field simulation and sound propagation calculation, respectively. The effects of wavelength, wave amplitude and inclination on the aerodynamic force and radiated noise of the wave cylinder were firstly investigated, and then the aerodynamic characteristics of the pantograph with and without spanwise waviness configurations were compared. Results show that the appropriate spanwise waviness on the cylinder can diffuse the negative pressure core area in the wake, reduce the negative pressure amplitude, suppress the vortex shedding and weaken the fluctuation amplitude of the aerodynamic force, resulting in the reduction of aerodynamic drag and noise. For the high-speed pantograph by introducing spanwise waviness, when the ratio of wavelength and wave amplitude to cylinder diameter is 1.2 and 1/8 respectively, the aerodynamic drag and noise of the pantograph by introducing spanwise waviness are reduced by 1.58% and 1.16 dBA, respectively.

Abstract In this paper, the unsteady flow around a high-speed train is numerically simulated by detached eddy simulation method (DES), and the far-field noise is predicted using the Ffowcs Williams-Hawkings (FW-H) acoustic model. The reliability of the numerical calculation is verified by wind tunnel experiments. The superposition relationship between the far-field radiated noise of the local aerodynamic noise sources of the high-speed train and the whole noise source is analyzed. Since the aerodynamic noise of high-speed trains is derived from its different components, a stepwise calculation method is proposed to predict the aerodynamic noise of high-speed trains. The results show that the local noise sources of high-speed trains and the whole noise source conform to the principle of sound source energy superposition. Using the head, middle and tail cars of the high-speed train as noise sources, different numerical models are established to obtain the far-field radiated noise of each aerodynamic noise source. The far-field total noise of high-speed trains is predicted using sound source superposition. A step-by-step calculation of each local aerodynamic noise source is used to obtain the superimposed value of the far-field noise. This is consistent with the far-field noise of the whole train model’s aerodynamic noise. The averaged sound pressure level of the far-field longitudinal noise measurement points differs by 1.92 dBA. The step-by-step numerical prediction method of aerodynamic noise of high-speed trains can provide a reference for the numerical prediction of aerodynamic noise generated by long marshalling high-speed trains.

Abstract The numerical simulation based on Reynolds time-averaged equation is one of the approved methods to evaluate the aerodynamic performance of trains in crosswind. However, there are several turbulence models, trains may present different aerodynamic performances in crosswind using different turbulence models. In order to select the most suitable turbulence model, the inter-city express 2 (ICE2) model is chosen as a research object, 6 different turbulence models are used to simulate the flow characteristics, surface pressure and aerodynamic forces of the train in crosswind, respectively. 6 turbulence models are the standard k-ε, Renormalization Group (RNG) k-ε, Realizable k-ε, Shear Stress Transport (SST) k-ω, standard k-ω and Spalart–Allmaras (SPA), respectively. The numerical results and the wind tunnel experimental data are compared. The results show that the most accurate model for predicting the surface pressure of the train is SST k-ω, followed by Realizable k-ε. Compared with the experimental result, the error of the side force coefficient obtained by SST k-ω and Realizable k-ε turbulence model is less than 1 %. The most accurate prediction for the lift force coefficient is achieved by SST k-ω, followed by RNG k-ε. By comparing 6 different turbulence models, the SST k-ω model is most suitable for the numerical simulation of the aerodynamic behavior of trains in crosswind.

Fruit weight is an important agronomic trait in pepper production and is closely related to yield. At present, many quantitative trait loci (QTL) related to fruit weight have been found in pepper; however, the genes affecting fruit weight remain unknown. We analyzed the fruit weight-related quantitative traits in an intraspecific Capsicum annuum cross between the cultivated species blocky-type pepper, cv. Qiemen, and the bird pepper accession, "129−1" (Capsicum annuum var. glatriusculum), which was the wild progenitor of C. annuum. Using the QTL-seq combined with the linkage-based QTL mapping approach, QTL detection was performed; and two major effects of QTL related to fruit weight, qFW2.1 and qFW3.1, were identified on chromosomes 2 and 3. The qFW2.1 maximum explained 12.28% of the phenotypic variance observed in two F2 generations, with the maximum LOD value of 11.02, respectively; meanwhile, the qFW3.1 maximum explained 15.50% of the observed phenotypic variance in the two F2 generations, with the maximum LOD value of 11.36, respectively. qFW2.1 was narrowed down to the 1.22 Mb region using homozygous recombinant screening from BC2S2 and BC2S3 populations, while qFW3.1 was narrowed down to the 4.61Mb region. According to the transcriptome results, a total of 47 and 86 differentially expressed genes (DEGs) in the candidate regions of qFW2.1 and qFW3.1 were identified. Further, 19 genes were selected for a qRT-PCR analysis based on sequence difference combined with the gene annotation. Finally, Capana02g002938 and Capana02g003021 are the most likely candidate genes for qFW2.1, and Capana03g000903 may be a candidate gene for qFW3.1. Taken together, our results identified and fine-mapped two major QTL for fruit weight in pepper that will facilitate marker-assistant breeding for the manipulation of yield in pepper. [ABSTRACT FROM AUTHOR]