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The present study investigates the flow around a uniform porous-coated cylinder under subcritical flow state (Re = 5 × 10 4 ) through numerical analysis to explore the influence of porous media parameters on the wake flow and radiated noise of cylinders. A numerical approach that integrates large eddy simulation and the Ffowcs Williams–Hawkings acoustic analog method is employed and validated through comparison with existing experimental and numerical data. The research shows that the application of porous media not only significantly alters the flow pattern behind the cylinder, stabilizes the boundary layer separation from the cylinder surface, widens the wake width, and reduces the pressure fluctuations on the cylinder surface, but effectively suppresses vortex shedding in the wake region and enhances the base pressure on the leeward side, thereby reducing the drag coefficient and shedding frequency of the cylinder, which achieves the effects of drag reduction and noise mitigation. The present study found that when the covering angle on the leeward side of the cylinder was 300° and the coating thickness was 16 mm, the average drag coefficient decreased by 36.27% and the aerodynamic noise by 74.91%. Furthermore, when the permeability was 1.5 × 10 − 5 m 2 , the average drag coefficient decreased by 45.78% and the aerodynamic noise by 73.79%. Additionally, the comparative analyses of the overall sound pressure level show that though applying porous media does not alter the radiation mode of noise, it can reduce the sound source intensity. This study is expected to provide useful information for the flow and noise control of high-speed train pantograph structures. [ABSTRACT FROM AUTHOR]

The propagation of the weak shock wave (WSW) to the tunnel exits and their radiation as micro-pressure waves (MPWs) may cause sonic booms or structural resonance of buildings, posing potential hazards to humans, animals, and buildings in the exit's environment. The characteristics of the WSW and sonic booms of a maglev train/tube coupling model were studied based on the two-dimensional axisymmetric unsteady Reynolds average Navier–Stokes turbulence model. In the later stage of a MPW, the formation mechanism, geometry, and kinematic characteristics of compressible vortex rings (CVRs) were systematically analyzed. The inertial effect causes the initial wavefront to gradually transition from a Gaussian-shape waveform to a triangular waveform during its propagation, eventually coalescing into a WSW. The overpressure, density jump, and shock Mach number at the WSW location all increase with the increasing train speed, while the WSW thickness decreases accordingly. The formation distance of the WSW is inversely proportional to the amplitude of the initial wavefront gradient, and the WSW directly causes the occurrence of the exit sonic boom. The MPW amplitude has significant directionality with a largest value in the axial direction. Within the speed range of 450–700 km/h, the sound pressure level of the MPW exceeds the hearing threshold and even reaches the feeling threshold. The evolution of CVRs includes primary CVR, secondary CVR, and Kelvin–Helmholtz vortices. Primary CVR has the greatest impact on the axial MPW among them. The occurrence of CVRs will cause a second small noise level other than the sonic boom. [ABSTRACT FROM AUTHOR]

The turbulence intensity and yaw angle of crosswinds exert a substantial impact on the aerodynamic characteristics of trains traveling in windy regions. It is urgent to study how the yaw angle and turbulence intensity of incoming flow jointly affect the aerodynamic characteristics of the train and the corresponding flow field under turbulent crosswind. A high-speed train scaled at a ratio of 1/8 of its actual size at different yaw angles was investigated. Three inflow conditions were adopted, including uniform inflow, Iu = 0.05 inflow, and Iu = 0.2 inflow (Iu is turbulence intensity). The turbulent inflow was generated by the synthetic eddy method. The instantaneous and time averaged characteristics of aerodynamic loads and pressure loads of the train were analyzed. The vortex structures, vorticity, swirling strength, mean velocity, reverse flow, and Reynolds stresses are analyzed to explore the flow pattern and flow evolution. The results found that the fluctuation of the aerodynamic loads, the average side fore, and the average rolling moment of the train are remarkably enhanced under turbulent inflow. These results stem from the alterations in the flow field around the train induced by turbulent inflow, consequently leading to variations in surface pressure on the train. As the turbulence intensity of the inflow increases, the stability of the vortex structures decreases, and the position of the large-scale vortex structure has been changed. Moreover, the yaw angle (β) exerts a more significant influence on the vortex structure's flow pattern on the leeward side compared to the inflow turbulence intensity. [ABSTRACT FROM AUTHOR]

Turbulent incoming flow conditions are closely matched to the crosswinds experienced by trains in windy areas. Therefore, it is important to investigate how the turbulent inflow affects the flow dynamics around a train. The aerodynamic characteristics of a 1:8-scaled high-speed train at a 90° yaw angle were studied based on the improved delayed detached eddy simulation (IDDES) turbulence model. Four incoming flow conditions were set using a synthetic eddy method (SEM) turbulent generator, including uniform, Lu = 0.5H, Lu = 1H, and Lu = 2H inflow (Lu is turbulence integral length scale and H is reference height). The aerodynamic loads, surface pressure, mean vorticity, vortex structure, velocity deficit, turbulence characteristics, Reynold stresses, turbulence production term, and anisotropy of turbulence were thoroughly analyzed. Turbulent inflow and increasing inflow Lu increased the standard deviation of the aerodynamic loads on the train. A crisis of inflow Lu appeared around 0.5H, meaning the rolling moment and overturning moment were largest under this crisis condition. Turbulent inflow caused vortices on the train's leeward side to come closer to the train, increasing the vorticity thickness and shortening the back flow region. The Reynolds stresses on the train's leeward side under turbulent inflow conditions were strengthened. The spectrum-proper orthogonal decomposition method was used to analyze the dominant mode within the train's leeward region and the corresponding energy distribution in the frequency domain. The aerodynamic admittance function was used to investigate the frequency characteristics of the aerodynamic loads on the train. [ABSTRACT FROM AUTHOR]

The external windshield is a key component in high-speed trains for drag reduction. However, the installation gap between external windshields, which is intended for improving curve-passing ability, could lead to strong aerodynamic instability in train-end area and therefore significant operating risk for train. This study aims to advance this field based on detailed numerical simulation, investigating the related flow features in this area, particularly from a time-dependent perspective. Flow field around external windshields with different installation gaps (10, 20 and 30 mm) is resolved based on Improved Delayed Detached Eddy Simulation (IDDES). The aerodynamic forces on different windshield components, turbulent flow fields around the train-end area, and corresponding low-dimensional modes are analyzed. The results show that the difference in the external windshield gap can significantly affect the related aerodynamic forces, with the 20 mm case having the highest time-averaged values. The aerodynamic spectrum shows primary, secondary and tertiary peak frequencies with a relatively high power spectral density (PSD). Decreasing the gap distance generally increases the overall PSD in the Strouhal number ranges considered, particularly for the secondary and tertiary peaks. The load forms and their energy distributions under different external windshield gaps are obtained through the proper orthogonal decomposition analysis. [ABSTRACT FROM AUTHOR]

Research on aerodynamic loads and flow field characteristics of trains under real wind gust is limited. Most studies focus on train's dynamics under wind gust. By using numerical simulation methods to model the spatiotemporal evolution of the flow field around the train under real wind gust, the aerodynamic load and flow field characteristics of the train were studied. The one-minus-cosine wind gust model was adopted to achieve the real wind gust and the improved delayed detached eddy simulation based on shear stress transport k–ω turbulence model was used to perform numerical simulations of train operation under wind gust by applying the specified wind gust model function to the velocity inlet boundary. During the wind gust, the peak values for most of the aerodynamic loads of the train cannot reach the levels corresponding to those under constant crosswind, since the flow field around the train cannot fully develop into a stable flow field akin to that under constant crosswind. Compared to the wind gust without zero-crossing, the differences between unsteady and quasi-steady peaks are greater for side force, rolling moment, and yaw moment under wind gust with zero-crossing. This study addresses the gap in research on train aerodynamics under real wind gust conditions, providing essential data for train dynamics and a theoretical foundation for the safe operation of the train. [ABSTRACT FROM AUTHOR]

The pressure variations induced by a CRH380A EMU on a 2.15 m high bridge noise barrier are investigated in a field measurement. The familiar fluctuating pressure time history curves and the peak-to-peak pressure ( ΔP ) distributions attributing to the train head on the barrier surfaces are presented. A comparison of the positive head pulse pressure is made between the measurement results and the data calculated by empirical equations in EN 14067-4. Furthermore, the influences of train speed, train running lines, locations of measurement points, train marshalling length and environmental wind speed on ΔP are analysed. The results indicate as the train speed increases, the corresponding time intervals of ΔP decrease gradually, whereas their slopes become increasingly steep. For a CRH380A EMU, the aerodynamic length of the train head is between 7.63 and 7.64 m, which differs from the physical length of a realistic train with 12.00 m. Along the noise barrier from bottom to top, the ΔP values on the inner surface decrease with the increase of height, while these values on the outer surface increase. Taking the wind direction into account, the ΔP values are a little higher when the high-speed trains run against the wind direction. [ABSTRACT FROM AUTHOR]

To understand and help settle the controversy around the living time of Pinnatiramosus qianensis Geng, a paleo-weathering profile situated in the town of Yongle near the city of Zunyi, north Guizhou Province, China, was analyzed. The profile formed during a break in sedimentation between the Early Silurian and the Early Permian. Paleosol developed with a depth of several meters. The fossil plant P. qianensis Geng is present, but only in the lower portions (Layer 2) of the paleosol. Another plant with an irregularly branching system is found in Layers 2 and 3. The distinct geochemical characteristics of the lower and upper portions of the Gaojiayan paleosol indicate a compound genesis. Its lower portions (Layers 1 and 2) resulted from in situ weathering of silty mudstone of the lower Silurian Hanjiadian Formation. The upper portions (Layer 3) are allochthonous. Transgression brought substantial concentrations K and Na, and led to K- and Na-enrichment in the profile. Pumping of vascular plants and downward leaching enhanced the K enrichment in the middle portions. A superior preservation of P. qianensis Geng was observed in an exposure of Layer 2. Mass balance calculation indicates a great K enrichment related to bioaccumulation in the top of Layer 2 and a K loss in Layer 3. Fossil plants (e.g., P. qianensis Geng) preserved in the paleosol are Permian rooting systems growing down into the lower Silurian rocks. [ABSTRACT FROM AUTHOR]

Transient aerodynamic pressures induced by the passage of high-speed trains past noise barriers can result in noise barrier damage. This issue is investigated experimentally in the present study by applying pressure sensors to measure the transient aerodynamic pressures acting on the inner surface (close to the railway track) of a 2.15-m high straight-type noise barrier arising from the passage of two different full-scale high-speed trains with different streamlined head cars operating at a speed of 380–420 ​km/h. The results demonstrate that the amplitudes of transient aerodynamic pressures acting on the inner surface of the noise barrier are greatest at the bottom of the noise barrier, and the pressure decreases with increasing height along the barrier. In addition, the dynamic characteristics of the aerodynamic loads are investigated using the fast Fourier transform algorithm. The main frequencies of the transient aerodynamic pressures observed over the train speed range considered are found to be proportional to the train speed and inversely proportional to the single-car length. Moreover, the results of analysis indicate that noise barrier damage can be minimized over the train speed range considered by building noise barriers with natural frequencies residing outside of the 4.21–4.74 ​Hz range. • Full-scale experiment about transient pressure on noise barrier induced by high-speed trains running at 380–420 km/h. • The amplitudes characteristics of transient aerodynamic pressures acting on the surface of the noise barrier. • The main frequencies of the transient aerodynamic pressures at different train speed. [ABSTRACT FROM AUTHOR]

Based on the Kachanov damage theory and elastic wave theory, considering the long-term creep damage from time dimension and instantaneous disturbance damage from space dimension, we presented a 3D damage creep model and converted it to difference expressions in order to write into the finite difference software FLAC3D. Then, according to the results of creep tests, we conducted parameter inversion of our damage creep model with the help of the particle swarm optimization (PSO) method. Finally, the damage creep model was applied in a railway tunnel project in Yunnan to simulate the tunnel deformation. Compared with the Burgers model and the model considering only creep damage, our model which considers both creep damage and disturbance damage yielded more reasonable results. [ABSTRACT FROM AUTHOR]

Coherent structures in surrounding flows around ground vehicles play an important role in characterizing their aerodynamic features. However, due to restrictions of traditional reduced-order models, extracting physically meaningful coherent structures from turbulent flows with massive separation still remains a challenging issue. The spectral proper orthogonal decomposition (SPOD), which extracts modes optimally representing the space-time flow statistics, enables the feasibility of further modeling and control of vehicle aerodynamic features. This study intends to investigate the influence of spectral estimation parameters on SPOD results, so as to serve as fundamentals for future works into this topic. The time-resolved pressure field obtained from a large-eddy simulation considering a generic high-speed train is used as the snapshot database. Spectral estimation parameters including block number, frequency resolution, and cutoff frequency are, respectively, discussed to quantify their impacts on both SPOD spectra and modes. The results reveal that, with the increasing of block number, higher reliability and accuracy of SPOD prediction can be achieved, with the block number of 20–30 that leads both requirements of efficiency and precision. The frequency axis with finer resolution reproduces more detailed spectral information, with the eigenvalue distribution and spatial distribution of mode energy under acceptable accuracy when dimensionless frequency resolution reaches 0.025. Moreover, the reducing of cutoff frequency results in increasing unresolved energy content, which will be distributed mostly near the corresponding cutoff frequency, and more minor scaled spatial structures in SPOD modes. The findings and approaches could also work as references for wider application field of SPOD approach. [ABSTRACT FROM AUTHOR]

Because of its widespread distribution in the environment, bisphenol A (BPA) has become a global concern as an endocrine disruptor and a threat to human health through the food chain. Thus an efficient determination method is urgently needed for monitoring the levels of BPA. Herein, a novel electrochemical technique for the detection of BPA was performed by synchronous extraction and pre-concentration of BPA onto magnetic molecularly imprinted polymer (BMMIP), with subsequent readout on a magneto-actuated glassy carbon electrode (MGCE) by differential pulse voltammetry. Compared to the current methods of BPA determination, this BMMIP-based electrochemical sensor (BMMIPs@MGCE) not only simplifies the sample handling procedures substantially, without filtration, centrifugation, or other complex operations, but also can be easily renewed by a controllable magnetic field. As a sensor component, the core–shell BMMIPs exhibited excellent binding capacity (Qe = 82.5 mg g−1), short adsorption equilibrium time (30 s), and outstanding selectivity (k′ = 7.239) towards BPA, as well as stability and recyclability. Importantly, the BMMIPs@MGCE sensor was successfully applied for the on-site monitoring and rapid detection of BPA in complicated real-world specimens, with good recoveries (81.31–119.77%) and a low limit of detection (0.133 μmol L−1). Therefore, the stable and low-cost BMMIPs@MGCE sensor provides a new approach for the rapid determination of BPA in the field of environmental control and food safety. [ABSTRACT FROM AUTHOR]

With the increasing need for passenger transportation, the double-unit formation of high-speed trains (HSTs) has been widely employed. However, the dynamic characteristics of the flow around double-unit HSTs have rarely been studied. In this study, the Improved Delayed Detached Eddy Simulation (IDDES) method is employed to analyse the differences in flow fields around single- and double-unit trains. The numerical case is validated through wind tunnel experiments, mesh independence tests and IDDES assessments. The results show that the existence of the double region concentrates the Strouhal number of the aerodynamic force of the wake at 0.15. For the flow downstream of the double region, the slipstream velocity detected until the far-wake region is higher than that in the single-unit case. The standard deviation of the velocity, which reflects the intensity of the turbulence, is also higher for the double-unit case. For the near wake, the vortex dominate region is dominated by flow structure shedding from the snow plough thus similar for two cases; for the downwash dominate region, the double-unit wake exhibits more turbulent flow structures and lower dominant frequency for velocity. The proper orthogonal decomposition results also indicate more turbulent wakes within the downwash dominate region in the double-unit case. [ABSTRACT FROM AUTHOR]

A series of novel 1,4-dihydro-2,6- dimethyl-3,5-pyridinedicarboxamides were synthesized and characterized by infrared absorption spectrum (IR), proton nuclear magnetic resonance (1H NMR), elemental analysis, ultraviolet spectrum (UV), and fluorescence techniques, together with X-ray single crystal diffraction. The results of density functional theory (DFT) and time-dependent density functional theory (TDDFT) calculations provided a reasonable explanation on the molecular structures, the molecular frontier orbital, and the spectra of electronic absorption and emission. The present work will be helpful to systematically understanding of the structures and the optical properties of 1,4-dihydropyridines for studying the structure-activity relationship and to develop new drugs and their analytical methods. [ABSTRACT FROM AUTHOR]

The current research attempts to describe the association between the aerodynamic drag and flow structures induced by train running in time-averaged and time-dependant views. A ICE2 train model is used as the research object, with the flow field solved by Large Eddy Simulation (LES). The validation is carried out through comparison with existing research data, and grid independence study in terms of time-averaged and second-order statistics. Numerical results are firstly presented by description of the time-averaged near wake flow topology based on surface flow visualization. Then, the wake integration method is used both time-averaged and instantaneously to link the aerodynamic force with integrated flow quantities on different wake planes: from the time-averaged perspective, the contribution of different flow terms to total drag is presented and compared; from the instantaneous perspective, the overall wake variation tendency is linked to the fluctuating component of aerodynamic force, based on the wake convection velocity and downstream distance of wake planes. The dynamic features of flow quantities in different locations are presented, with cross-correlation method used to describe the correlation between fluctuating aerodynamic drag and wake motion. Approaches and findings presented in the current study could serve as fundamentals which support future study. • Large eddy simulation employed to solve flow field around a generic ICE2 high-speed train model. • Surface flow visualization techniques utilized to illustrate the time-averaged near wake flow topology. • Wake integration method applied to link the aerodynamic force with integrated flow quantities on different wake planes. • Dynamic features of flow quantities presented, with cross-correlation method used to describe correlation between aerodynamic drag and wake motion. [ABSTRACT FROM AUTHOR]

The aerodynamic loads on the overhead bridge bottom surface induced by train passage are reported in this paper. Both moving model test and numerical simulation approaches at the 1:20 scale are used. The numerical work is validated through both mesh independence tests and comparison with experimental data. Typical pressure variation curves are plotted and compared with previous studies. The peak pressure values' dependence on the Reynolds number is considered through four sets of experiments with different train running speeds. The peak pressure coefficient distribution law for the bridge bottom surface is presented. Differences in the pressure distribution in different bridge bottom areas are explained based on more detailed flow field information. The influence of the bridge height on the aerodynamic load magnitude and time interval is presented. Moreover, the application of the CEN Standard to practical engineering issues is discussed. [ABSTRACT FROM AUTHOR]

Triclosan (TCS) is a kind of chronic toxicity to aquatic organisms. Due to its highly effective antimicrobial, TCS has been widely applied in personal−care products, which naturally poses a potential risk to the ecological system and human health since its release into water−ecological environment. Therefore, it urgently demands a selective, easily separated, recyclable, and low−cost adsorbent to remove the residues of TCS from aquatic environments. In this study, a novel magnetic molecularly imprinted nano−polymers (TMIPs) were prepared for selective adsorption and convenient collection of TCS in aquatic samples, based on a core−shell technique using TCS as template molecule and SiO 2 −coated Fe 3 O 4 nanoparticles as the support substrate. The functional groups, particle size, morphology and magnetic property of TMIPs were characterized by Fourier−transform infrared spectroscopy, scanning electron microscope, transmission electron microscopy and vibrating sample magnetometer, respectively. The obtained TMIPs possessed excellent adsorption capacity (Q e = 53.12 mg g−1), speedy adsorption equilibrium time (2 min) and high selectivity (k' = 6.321) for TCS. Moreover, the pH−tolerance and stability tests manifested that the adsorption capacity of TMIPs for TCS was acid−resistance and could retain 94.2% of the maximum Q e after 5 times removal−regeneration cycles. The feature of magnetically susceptibility can simplify the procedures of sample handling in TCS determination, because the TMIPs of TCS are easy to be recycled from aquatic samples. As an application demonstration, the toxicity test in microalgae confirmed that a tiny amount of TMIPs could significantly eliminate the toxic effect of TCS on Chlamydomonas reinhardtii via the efficient binding with TCS. Image 1 • A kind of nano-polymers with magnetic property and excellent adsorption were prepared by core-shell technique. • The molecularly imprinted nano-materials (TMIPs) have specific binding with triclosan. • High recoveries in spiked aquatic samples proved that the TMIPs were feasible sample handling nanomaterials for rapid enrichment of triclosan. • TMIPs as magnetically recyclable sorbents were successfully applied in the efficient removal of triclosan from aquatic environments. [ABSTRACT FROM AUTHOR]