Under the operation of strong crosswinds, the aerodynamic performance of high-speed trains (HSTs) will be seriously deteriorated when the transition section of flat ground and semi-cutting and semi-embankment (FGSCSE) is traversed, and the setting of windbreaks will help to slow down the impact of strong crosswinds on the trains. In this study, a three-dimensional coupled computational fluid dynamics numerical model to assess the aerodynamic performance of train–windbreak–FGSCSE–air system is developed. A comparative assessment is carried out to identify the variations in aerodynamic performance on the train carriage: no windbreak (NW), 50% ventilation windbreak (VW), and solid windbreak (SW), and the reasons for these variations are elucidated by examining the flow field structure's evolution. Furthermore, the operational safety of the train is discussed based on the indicator of wheel unloading ratio (fΔQ). Across the three distinct conditions, significant abrupt changes in aerodynamic load coefficients (ALCs) and the shedding of vortex structures are experienced by HSTs traversing the FGSCSE transition sections. Compared to the VW condition, the NW and SW conditions result in a greater number of shedding vortices on the leeward side and the tail of the train, and the VW condition results in the smallest magnitude of ALCs fluctuation. The power spectral density peak values of the aerodynamic loads follow the order: SW > NW > VW. Upon the train fully enters the subsequent operational environment, the VW condition has the smallest standard deviation of these coefficients. The standard deviations of CFy, CFz, CMx, CMy, and CMz for the head train in the VW condition are only 57.17% (46.81%), 55.85% (54.15%), 72.74% (34.62%), 57.99% (51.92%), and 44.60% (43.82%) of the corresponding values in the NW (SW) condition, respectively. In the NW, VW, and SW conditions, the fΔQ exceeds 0.9 when the wind speeds reach 30, 40, and 35 m/s, respectively. The windbreak with a ventilation rate of 30% performs the best, providing the most effective safety and stability for train operation.

Continuous rigid-frame bridges across valleys are often at risk of rockfalls caused by heavy rainfalls, earthquakes, and debris flow in a mountainous environment. Hollow thin-walled bridge piers (HTWBP) in valleys are exposed to the threat of impact from accidental rockfalls. In the current research, ANSYS/LS-DYNA is used to establish a high-precision rockfall-HTWBP model. The rockfall-HTWBP model is verified against a scaled impact test performed in previously published research. A mesh independence test is also performed to obtain an appropriate mesh size. Based on the rockfall-HTWBP model, the impact force, damage, and dynamic response characteristics of HTWBP under a rockfall impact are studied. In addition, a damage assessment criterion is proposed, based on the response surface model, combined with the central composite design method and Box–Behnken design method. The main conclusions are as follows: (1) the impact force of the rockfall has a substantial impulse characteristic, and the duration of the impulse load is approximately 0.01 s. (2) The impacted surface of the pier is dominated by the final elliptic damage, with conical and strip damage areas as the symmetry axis. The cross-sectional damage mode is from compression failure in the impact area and shear failure at the corner. (3) The maximum displacement occurs in the middle height of the pier. The maximum displacement increases with impact height, impact velocity, and rockfall diameter and decreases with the uniaxial compressive strength of the concrete. (4) The initial impact velocity and diameter of the rockfall are the most significant parameters affecting the damage indices. In addition, a damage assessment method, with a damage zoning diagram based on the response surface method, is established for the fast assessment of the damage level of impacted HTWBP.

Numerical investigations on the performance of ultra-high performance concrete (UHPC) subjected to projectile impacts have attracted extensive attention, but there are still deficiencies in the accuracy and computational efficiency of related simulation methods. To make up for these deficiencies, a mesoscale equivalent model for UHPC is developed to simulate the response of UHPC under projectile impacts. In this model, an equivalent treatment is conducted on steel fibers to reduce their quantity under the premise that the interfacial shearing force between the fibers and the matrix remains equal. Based on the mesoscale equivalent model, numerical simulations of uniaxial compressive tests and projectile penetration tests on UHPC specimens are performed in LS-DYNA, and the numerical results are compared with the corresponding experimental results to verify the developed model. It is found that the mesoscale equivalent model could accurately reproduce the failure mode and stress-strain curve of UHPC specimens when the amplification factor of steel fibers is lower than 5. When the amplification factor is 5, the computational efficiency of the numerical models for penetration tests is significantly improved, and the maximum relative error between the numerical results of the crater diameter and penetration depth and experimental results is 11.7%. The successful application of the mesoscale equivalent model provides a more precise and in-depth perspective in simulating the response of UHPC with steel fibers subjected to projectile impact. Then, the influence of projectile striking velocities, UHPC compressive strengths, and volume percentages of steel fibers on the depth of penetration (DOP) are further numerically assessed. Based on the simulated data, modifications of the Young equation for predicting the DOP are conducted, and the maximum relative error of the modified equation is 13.9%. This demonstrates that the modified Young equation can accurately predict the DOP of UHPC subjected to projectile impacts.

High-speed railway tunnel lining fragments can cause collisions with trains and track blockages, severely affecting train operation. When a train passes through a tunnel where lining fragment is likely to occur, the train wind effect may significantly affect the trajectory of the lining fragment, making the location where the lining fragment is difficult to predict. For safety purpose, this study aims to analyze the impact of the initial circumferential position and shape of irregular-shaped lining fragments on their aerodynamic performance. Using on-site scanning and mathematical statistical methods, the shape characteristics and probability distribution of actual lining fragments in the tunnel are obtained. The aerodynamic behavior of irregular-shaped lining fragments with different initial positions and three typical aspect ratios (ARs) are investigated based on the overset grid method and the dynamic fluid–body interaction model framework as a high-speed train passes. The study found that the most representative lining fragments with an AR of three have a mass of 1.5 kg and are located 2.5 m from the tunnel centerline. The flight behavior of lining fragments shows distinct three-dimensional features, with both translation and rotation significantly affected by the aerodynamic effects of the train and the geometric shape of the fragments. The longitudinal and lateral translational distances of lining fragments at the top of the train decrease as their initial position moves further from the tunnel's centerline. With an increase in AR, both the longitudinal and lateral flight distances and average flight velocities of the fragments increase. The macroscopic flow field within the tunnel directly influences the motion characteristics of the lining fragments. Complex flow separation and circulation phenomena near the fragments result in uneven pressure differences acting on the smooth and rough surfaces of the lining fragments, causing irregular motion. The conclusions of this study provide a theoretical basis for assessing and preventing the impact of lining fragments on the operational safety of trains.

In crosswind conditions, the vehicle's aerodynamic performance significantly deteriorates when passing by a hill, impacting driving stability. Roadside windproof measures are effective in mitigating this performance deterioration. This study aims to explore the changes in aerodynamic performance of vehicles as they pass by a hill under three distinct scenarios: without wind barrier, solid wind barrier, and ventilation wind barrier. A three-dimensional computational fluid dynamics (CFD) model of the hill–embankment–wind barrier–vehicle–air, integrating the improved delayed detached eddy simulation (IDDES) turbulence model and a porous medium model, is established. The correctness of the numerical simulation is verified through field tests and wind tunnel experiments. The main conclusions are as follows: (1) When the vehicle passes by a hill under the crosswind, its aerodynamic loads undergo complex and significantly increased variations. ΔCx, ΔCy, ΔCz, ΔCmx, ΔCmy, and ΔCmz in the hill section without wind barrier are 2.79, 4.42, 5.18, 3.73, 4.45, and 2.73 times higher than those in the flat section. (2) The fluctuation amplitude of the aerodynamic loads and the maximum value of power spectral density (PSD) are the greatest under the solid wind barrier. Under the solid wind barrier, ΔCx, ΔCy, ΔCz, ΔCmx, ΔCmy, and ΔCmz are 3.63, 2.16, 4.34, 2.93, 2.00, and 3.21 times that with ventilation wind barrier. (3) Crosswinds cause flow separation on the leeward side and alter wind speed due to the hill's shelter without wind barrier. Ventilated barriers lessen these effects, while solid wind barrier reverses the crosswind direction, increases turbulence, and results in more erratic wind patterns and pressure changes on the vehicle's surface. (4) Without wind barrier, more vortex structures form on the leeward side and rear of the vehicle, which are smaller and less numerous with ventilation wind barrier. Solid wind barrier causes continuous changes in vortex structure position and size, resulting in the most significant aerodynamic load variations. This study provides valuable insights for selecting wind protection measures in hill sections of expressways.