In a long passenger train only about 10% of the aerodynamic drag are due to the front and tail ends. Nevertheless, there is some potential for further improvements on the aerodynamics of the front nose of high-speed trains.
Technology field:Aerodynamics and friction
General information
General criteria
Status of development: research & experiments
There is research going on in several railways. At DB AG, a number of innovative nose shapes have been studied in wind channel.
Time horizon for broad application: not applicable
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Expected technological development: not applicable
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Motivation:
Running stability
Running comfort
Noise reduction
Benefits (other than environmental): medium
Reduction of side wind effects and control lift forces and yawing moment. This improves running stability and comfort.
Avoidance of sonic booms in tunnels. Reduction of pressure wave of train front when passing stations.
Barriers: low
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Success factors:
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Applicability for railway segments: medium
Type of traction: electric - DC, electric - AC, diesel
Type of transportation: passenger - main lines, passenger - high speed
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Grade of diffusion into railway markets:
Diffusion into relevant segment of fleet: not applicable
Share of newly purchased stock: not applicable
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Market potential (railways): not applicable
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Example:
R&D at DB AG
At DB AG several nose shapes have been submitted to wind channel tests (For
more information cf. Heine, Matschke 2001).
Environmental criteria
Impacts on energy efficiency:
Energy efficiency potential for single vehicle: < 2%
Energy efficiency potential throughout fleet: < 1%
Other environmental impacts: neutral
Economic criteria
Vehicle - fix costs: none
In newly designed vehicles an optimised nose shape as such would not increase costs.
Vehicle - running costs: minor reduction
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Infrastructure - fix costs: none
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Infrastructure - running costs: unchanged
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Scale effects: not applicable
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Amortisation: not applicable
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Application outside railway sector (this technology is railway specific)