Submitted by Marlene Santos (marlene.bc.ufg@gmail.com) on 2017-09-22T18:59:32Z No. of bitstreams: 2 Dissertação - Raul Dias Pimenta - 2017.pdf: 1424876 bytes, checksum: 0cacb140dd619601c6885ec1f848e218 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Approved for entry into archive by Luciana Ferreira (lucgeral@gmail.com) on 2017-09-25T11:43:39Z (GMT) No. of bitstreams: 2 Dissertação - Raul Dias Pimenta - 2017.pdf: 1424876 bytes, checksum: 0cacb140dd619601c6885ec1f848e218 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Made available in DSpace on 2017-09-25T11:43:39Z (GMT). No. of bitstreams: 2 Dissertação - Raul Dias Pimenta - 2017.pdf: 1424876 bytes, checksum: 0cacb140dd619601c6885ec1f848e218 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Previous issue date: 2017-08-30 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / In 1989 the north-american Bruce Sterling revealed in an interview that he found a new category of a literary genre which combines others genres then forming what he called Slipstream. This mode doesn’t follow a unique standard including even Science-fiction, Gothic and Magic Realism in one work. Since then, twenty years later after his revelation about Slipstream the mode hasn’t become a literary genre yet and littles has been discussed about the present subject. However, there are several questions and suppositions about what it could really be Slipstream and its characteristics to achieve the literary genre title. Although there are few affirmations around the topic, this present work aims to outline the contact point between slipstream and Magic Realism. Genre which shares much in characteristics with the present mode and also to define if Slipstream isn’t another name to Magic Realism. For such proposition, we have taken the literary character undead or nowadays called zombie for analysis. Therefore, we believe that the presence of this literary figure corroborate to the manifestation of the components elements and events of the genres here presented. As subject of analysis, we have taken the works “A case of the stubborns” (1984) by Robert Bloch, “Sea Oak” (1997) by George Saunders and “Incidente em Antares” (1970) by Érico Veríssimo. As theoretical support, Fred Botting (1996), H. P. Lovecraft (2007), Nöel Carroll (1999), about the horror in literature and to connect with the Magic Realism and the Magical Reality, Alejo Carpentier (1987), Irlemar Chiampi and William Spindler (1993) / Em 1989 o norte-americano Bruce Sterling revelou, em entrevista, ter encontrado uma nova categoria de gênero literário que combinava outros gêneros formando, então, o que ele chama de slipstream. Esta modalidade não segue padrão único, podendo até mesmo incluir ficção científica, gótico e realismo mágico em uma só obra. Desde então, mais de vinte anos após sua revelação sobre o slipstream, a modalidade ainda não se transformou em gênero e pouco tem se discutido sobre o presente assunto. No entanto, existem várias perguntas e suposições sobre o que realmente seria slipstream e suas características para alcançar o título de gênero literário. Embora existam poucas afirmações acerca do tema, este presente trabalho visa delinear os pontos de contato entre o slipstream o Realismo Mágico. Gênero este que muito divide em características com a modalidade em questão e também definir se slipstream não seria outro nome para Realismo Mágico. Para tal proposta, tomamos a personagem literário morto-vivo ou atualmente chamado de zumbi para análise. Pois acreditamos que a presença desta figura literária corrobora para a manifestação de elementos e eventos componentes dos gêneros aqui tratados. Como objeto de estudo, tomamos as obras “A case of the stubborns” (1984) de Robert Bloch, “Sea Oak” (1997) de George Saunders e Incidente em Antares (1970) de Érico Veríssimo. Como suporte teórico, utilizaremos as colocações de Fred Botting (1996), H. P. Lovecraft (2007), Nöel Carroll (1999), com o tema do horror na literatura e para a conexão ao Realismo Mágico e o Real Maravilhoso, usaremos as afirmações de Alejo Carpentier (1987), Irlemar Chiampi e William Spindler (1993).

High speed trains have become an integral part of the transportation systems around the world. With increasing speed, very high velocities are generated in the region around the train known as slipstream. Experimental studies have been conducted over the last few decades to study the effect of these phenomena. Slipstream velocities have been measured using anemometers placed near real trains running on the tracks and model trains running on rigs like moving model rig and rotating rail rig. However, most of these studies are quite expensive to conduct. The purpose of this thesis is to find an alternative way to measure the slipstream. Detached Eddy Simulation is used to simulate the flow around a 1:15 scaled model of an ETR500 high speed train with different configurations similar to tests conducted on the track and in the wind tunnel. The results from the simulations are compared with the data obtained from experimental tests conducted on the Torino-Novara high speed line. A wind tunnel test is also carried out to validate the CFD data. It is concluded from the results that the wind tunnel setup with a slip floor in front of the train can be used to find out if the train produces slipstream velocities that are within the limits indicated by the TSI standards.

The critical preface, "Learning to Break the Rules" discusses workshop rules as guidelines, as well as how and why I learned to break them. The creative portion of this thesis is made up of eight short stories: "The Many Incarnations of Blazer Chief," "Anna's Monsters," "The Pecan Tree's Daughter," "When the Seas Emptied," "The Umbrella Thief," "How to Forget," "Fracture," and "Stealing Dreams."

The displacement of the flow by a passing freight train can often result in dangerous conditions for railway equipment and people standing in the vicinity of the train. In this work, Computational Fluid Dynamics (CFD) simulations are performed to study the flow development around a moving freight train comprised of a Class 66 locomotive and four container wagons. The results will give a better insight into the effects that each flow structure can have in the flow within the train's slipstream. Both two- and three-dimensional simulations are carried out around the freight train using three different RANS turbulence models: the Spalart-Allmaras, the SST k-ω and the W&J EARSM. Two cases of 10o and 30o crosswinds are also considered and compared to the no-crosswind case, as side-winds characterize the majority of real-life situations and are known to amplify the slipstream effects. The results are validated against available experimental and numerical data and they are thoroughly presented and discussed. The 30o crosswind case is also computed using a DDES simulation. A meshing strategy which involves the assembly of different mesh blocks with a non-matching interface boundary condition to create the complete domain is used and assessed, as an alternative meshing approach that can simplify and accelerate the set-up of different case-studies. Additionally, the two-dimensional study is used to assess the influence of different parameters on the solution, such as the grid resolution and the moving-ground boundary condition.

<p>Train transportation is a vital part of the transportation system of today anddue to its safe and environmental friendly concept it will be even more impor-tant in the future. The speeds of trains have increased continuously and withhigher speeds the aerodynamic effects become even more important. One aero-dynamic effect that is of vital importance for passengers’ and track workers’safety is slipstream, i.e. the flow that is dragged by the train. Earlier ex-perimental studies have found that for high-speed passenger trains the largestslipstream velocities occur in the wake. Therefore the work in this thesis isdevoted to wake flows. First a test case, a surface-mounted cube, is simulatedto test the analysis methodology that is later applied to a train geometry, theAerodynamic Train Model (ATM). Results on both geometries are comparedwith other studies, which are either numerical or experimental. The comparisonfor the cube between simulated results and other studies is satisfactory, whiledue to a trip wire in the experiment the results for the ATM do not match.The computed flow fields are used to compute the POD and Koopman modes.For the cube this is done in two regions of the flow, one to compare with a priorpublished study Manhart & Wengle (1993) and another covering more of theflow and especially the wake of the cube. For the ATM, a region containing theimportant flow structures is identified in the wake, by looking at instantaneousand fluctuating velocities. To ensure converged POD modes two methods toinvestigate the convergence are proposed, tested and applied. Analysis of themodes enables the identification of the important flow structures. The flowtopologies of the two geometries are very different and the flow structures arealso different, but the same methodology can be applied in both cases. For thesurface-mounted cube, three groups of flow structures are found. First groupis the mean flow and then two kinds of perturbations around the mean flow.The first perturbation is at the edge of the wake, relating to the shear layerbetween the free stream and the disturbed flow. The second perturbation isinside the wake and is the convection of vortices. These groups would then betypical of the separation bubble that exists in the wake of the cube. For theATM the main flow topology consists of two counter rotating vortices. Thiscan be seen in the decomposed modes, which, except for the mean flow, almostonly contain flow structures relating to these vortices.</p> / QC 20100518 / Gröna Tåget

This document is a report summering the master thesis work dealing with the Computational Fluid Dynamic (CFD) study of the flow around a high-speed train. The model is a scaled 1:50 generic train with two cars, one inter-car gap and simplified bogies. A platform is set on the side of the train since one of the aim of the study is to look at the consequences of the phenomena in the wake on people or objects standing on the platform. The slipstream is one of this phenomena, it is due to the fact that the viscous air is dragged when the train is passing. If too strong, it can move or destabilize people or objects on the platform. In addition of the slipstream study, a velocity profile study, a drag and lift coefficients analyze as well as a Q-factor study and a frequency study have been realized. Some results of these different studies are compared with the ones obtained on the same model with a Delayed Detached Eddy Simulation (DDES). Since the flow is turbulent, for those different studies, the flow has been simulated with a Reynolds Averaged Navier-Stokes equation model (RANS) which is the k-ω SST model for the turbulence. The study of the slipstream allowed to calculate the Technical Specification for Interoperability (TSI) which must not be higher that the European Union requirement set at 15.5 m/s, the result obtained is 8.1 m/s which is then lower than the limit. The velocity profile shows similarities with the DDES results even though it is less detailed. The same conclusion is done for the Q-plot where is clearly visible the two counter-rotating vortices in the wake. Finally, a Fast Fourier Transform algorithm has been applied to instantaneous velocity results in the wake of the train in order to get the frequency of the aerodynamic phenomena in that wake. The main frequency is 25 Hz and corresponds to a Strouhal number of 0.1, quite closed to the results obtained with DDES which is 0.085. The results of the RANS and DDES are reasonably similar and by regarding at the large difference between the cell numbers (respectively 8 500 000 and 20 000 000) it can be conclude that in some ways the RANS model can be preferred at the DDES to save time for the computation but it does not contain the small scales resolved by the DDES.

Train transportation is a vital part of the transportation system of today anddue to its safe and environmental friendly concept it will be even more impor-tant in the future. The speeds of trains have increased continuously and withhigher speeds the aerodynamic effects become even more important. One aero-dynamic effect that is of vital importance for passengers’ and track workers’safety is slipstream, i.e. the flow that is dragged by the train. Earlier ex-perimental studies have found that for high-speed passenger trains the largestslipstream velocities occur in the wake. Therefore the work in this thesis isdevoted to wake flows. First a test case, a surface-mounted cube, is simulatedto test the analysis methodology that is later applied to a train geometry, theAerodynamic Train Model (ATM). Results on both geometries are comparedwith other studies, which are either numerical or experimental. The comparisonfor the cube between simulated results and other studies is satisfactory, whiledue to a trip wire in the experiment the results for the ATM do not match.The computed flow fields are used to compute the POD and Koopman modes.For the cube this is done in two regions of the flow, one to compare with a priorpublished study Manhart &amp; Wengle (1993) and another covering more of theflow and especially the wake of the cube. For the ATM, a region containing theimportant flow structures is identified in the wake, by looking at instantaneousand fluctuating velocities. To ensure converged POD modes two methods toinvestigate the convergence are proposed, tested and applied. Analysis of themodes enables the identification of the important flow structures. The flowtopologies of the two geometries are very different and the flow structures arealso different, but the same methodology can be applied in both cases. For thesurface-mounted cube, three groups of flow structures are found. First groupis the mean flow and then two kinds of perturbations around the mean flow.The first perturbation is at the edge of the wake, relating to the shear layerbetween the free stream and the disturbed flow. The second perturbation isinside the wake and is the convection of vortices. These groups would then betypical of the separation bubble that exists in the wake of the cube. For theATM the main flow topology consists of two counter rotating vortices. Thiscan be seen in the decomposed modes, which, except for the mean flow, almostonly contain flow structures relating to these vortices. / QC 20100518 / Gröna Tåget