With the development of large-scale tidal current turbines and the increase in tidal current velocity, the possibility of cavitation increases. Furthermore, unsteady cavitation is a complicated multiphase flow that causes power degradation of tidal current turbine blade. There has been no comprehensive investigation of it so far. In this study, the blade captured power is obtained at different cavitation numbers using the Schnerr–Sauer cavitation model. The numerical uncertainty for the mesh and the time step is calculated by the grid convergence index method. It has been shown that, when the cavitation number is 5 and 2, cavitation has no effect on the blade power. With the decrease in the cavitation number, the rise in cavitation intensity occurs when the vapor distribution area stretches from the blade tip to the blade root and from the leading edge to the trailing edge, respectively. With a fall in cavitation number to 1.3, the vapor volume fraction rises, and the viscosity of the mixed phase reduces, resulting in a reduction in viscous power. When the cavitation number is 0.8, there exists a larger region in which an absolute value of minimum pressure coefficient is less than the cavitation number, a smaller blade load is present, and the pressure difference power is substantially decreased. Because of the huge inverse pressure gradient created by cavitation, the negative pressure difference power is generated, resulting in a decline of the blade power coefficient to 14%, when the cavitation number is 0.5.

The rail profile milling process allows considerable thickness to be removed in a single pass. However, the residual waviness formation law after milling and its subsequent effect on rail performance remains uncertain. In this paper, the wavelength and wave height of the residual waviness are identified as the key characteristics. The relationship between milling speed and residual waviness is determined, and a numerical model of the residual waviness formed on the surface after milling is established based on the commonly used three milling speeds of 300, 600, and 1000 m/h, and its accuracy is verified using the parameters of the residual waviness detected by the milling experiments. A three-dimensional finite element analysis model of wheel-rail contact was employed to analyze the contact stresses and low fatigue cycles at a wheel load of 11.5 tons with no residual waviness on the rail profile surface and with three types of residual waviness, respectively. The results show that the residual waviness changes the wheel-rail contact position and the morphology of the contact area, reduces the maximum contact stress and increases the strain fatigue cycles. The application of elevated milling speeds reduces the wheel-rail contact stresses after milling, thereby increasing the low fatigue cycles.

On-line milling rail profile is a new technology developed in recent years, which eliminates serious defects such as wavy wear layer on the top surface of rail profile through profiling milling and reshapes the shape of rail profile. Previous studies have focused on the maximum milling thickness, milling efficiency and the ability to eliminate rail contour defects, while ignoring the effect of residual corrugation on the wheel-rail contact condition after milling. This paper analyzes the reasons for the formation of residual ripples during rail profile profiling milling and determines the correlation between the wavelength and height of the residual ripples formed by milling and key parameters such as milling device and milling speed. Residual ripple models were constructed for the rail profile after milling at three most used milling speeds. The wheel-rail contact state was simulated and analyzed by considering the wheel weight loads of subway trains and freight trains, respectively. The results show that the residual corrugation significantly changes the wheel-rail contact stress on the upper surface of the rail profile and the strain-fatigue cycle distribution in the high contact stress region of the wheel-rail.