Mitigation of train-tunnel aerodynamics through active airflow control at front and rear noses: Impact of slit area

As railway transportation advances toward higher speeds, traditional passive measures may struggle to meet the stringent aerodynamic criteria in tunnels, necessitating the exploration of novel active flow control techniques. This study employs three-dimensional, compressible, unsteady Reynolds-averaged Navier–Stokes simulations to investigate the aerodynamic effects of the suction and blowing slit area (S) positioned on the front and rear noses of the train. The results indicate that suction and blowing activation is particularly effective in alleviating pressure on the narrower side of the tunnel. Specifically, with a 4 m2 slit, the original 4.8% pressure difference between symmetrical points on the train body is fully eliminated. The influence of suction and blowing on the positive pressures is confined to the front and rear noses where the slits are located. Notably, only suction at the front nose mitigates pressure gradients, while blowing at the rear is unrelated. The peak-to-peak pressure (ΔP) on both the train surface and tunnel wall exhibits a linear decline, with reductions of 17.4% and 16.6%, respectively, as S increases from 0 to 4 m2. Similarly, the slipstreams on both sides of the tunnel decrease linearly with increasing slit area: with u/Umax = −0.008S + 0.24 for the near side, and u/Umin = 0.014S − 0.265 for the far side. Additionally, expanding the slit area further boosts the stability and safety of the train during tunnel exit by reducing lateral forces and rolling moments, while also decreasing overall drag, thereby partially compensating for the energy input. Although the maximum lift on the head car increases with slit area, the lift on the tail car initially rises and then decreases, helping to mitigate instability upon tunnel exit. Overall, the hybrid suction and blowing technique offers promising potential for enhancing the tunnel aerodynamics in the future.