I have always been fascinated by the thought of using the speed of air flowing past the bullet train and the idea of channeling it and then throttling it into the cabin longitudinally for use in air conditioning by a combination of the Joule-Thomson effect and the heat pipe analogy.
But, to communicate this idea a lot of contextual photographs and the state of the art (reference is from a 1999 paper available on the net from Hitachi , a link of which is placed here as acknowledgement - http://www.hitachi.com/rev/1999/revjun99/r3_107.pdf )
First, lets look at the shell structure of the car used for the bullet train -
The double skin structure is already foam filled, the idea is to cut channels in the foam and let the air gush through along the length of the cabin. A good width of the cross section should be solvent-soaked foam midway for it may combine to accentuate the Joule Thomson (or Joule-Kelvin) effect on the longitudinal flow of air with the heat pipe principle on account of the solvent cross channeling through the porous foam which may act like a wick.
Longitudinally, I expect each car to have a small gradient sloping downwards from the engine to the rear, such that the air flowing past the first car is channeled into next car to coincide with the roof board section shown above which will have appropriately small holes to allow a throttling on entry to the air coming in.
Towards the rear of the car (we call it coach), sits the air conditioning system, which I expect to be a slimmer version than the one presented here - one autonomous unit integrated in each car.
The existing scheme taken from the link above is shown below -
What drives this thought is some statements I read in the linked article and the Wiki page on Joule Thomson effect -
1. From the linked paper -
"One of the most important factors to reduce noise outside the Shinkansen is the system for transferring current to the train. This system consists of a pantograph and an insulator (cover). The 700 series uses a single arm pantograph, which is effective for reducing noise. The shape and position of the insulator cover for the 700 series have been improved according to data collected from the operation of the Shinkansen 500 series. Concretely, one pantograph was installed in the Shinkansen 700 series, instead of ones extended over two cars in the Shinkansen 300 series. The (insulator) cover creates a smooth air flow on sides and above the train."
2.From https://en.wikipedia.org/wiki/Joule%E2%80%93Thomson_effect
".....The physical mechanism associated with the Joule–Thomson effect is closely related to that of a shock wave,[17] although a shock wave differs in that the change in bulk kinetic energy of the gas flow is not negligible....."
In the end, we hope to see a simulation similar to the one in the link below, except that on the duct in the top, there would be a strong streamline of outside air coming into the cabin!
http://www.n-sharyo.co.jp/business/tetsudo/technology/fluid_acsc_e.html
The moot question is - Will such an idea work? If yes, then why not try it on the Gatimaan Express by modifying just one coach?
But, to communicate this idea a lot of contextual photographs and the state of the art (reference is from a 1999 paper available on the net from Hitachi , a link of which is placed here as acknowledgement - http://www.hitachi.com/rev/1999/revjun99/r3_107.pdf )
First, lets look at the shell structure of the car used for the bullet train -
Longitudinally, I expect each car to have a small gradient sloping downwards from the engine to the rear, such that the air flowing past the first car is channeled into next car to coincide with the roof board section shown above which will have appropriately small holes to allow a throttling on entry to the air coming in.
Towards the rear of the car (we call it coach), sits the air conditioning system, which I expect to be a slimmer version than the one presented here - one autonomous unit integrated in each car.
The existing scheme taken from the link above is shown below -
What drives this thought is some statements I read in the linked article and the Wiki page on Joule Thomson effect -
1. From the linked paper -
"One of the most important factors to reduce noise outside the Shinkansen is the system for transferring current to the train. This system consists of a pantograph and an insulator (cover). The 700 series uses a single arm pantograph, which is effective for reducing noise. The shape and position of the insulator cover for the 700 series have been improved according to data collected from the operation of the Shinkansen 500 series. Concretely, one pantograph was installed in the Shinkansen 700 series, instead of ones extended over two cars in the Shinkansen 300 series. The (insulator) cover creates a smooth air flow on sides and above the train."
2.From https://en.wikipedia.org/wiki/Joule%E2%80%93Thomson_effect
".....The physical mechanism associated with the Joule–Thomson effect is closely related to that of a shock wave,[17] although a shock wave differs in that the change in bulk kinetic energy of the gas flow is not negligible....."
In the end, we hope to see a simulation similar to the one in the link below, except that on the duct in the top, there would be a strong streamline of outside air coming into the cabin!
http://www.n-sharyo.co.jp/business/tetsudo/technology/fluid_acsc_e.html
The moot question is - Will such an idea work? If yes, then why not try it on the Gatimaan Express by modifying just one coach?
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