This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and...This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and the stress and aerodynamic load measurement points are reasonably arranged accordingly.The actual measurement is carried out in combination with the operating conditions of the existing lines.The stress variations and spectral characteristics of the train under different speed levels(80,160,180,200 km/h),tunnel entry and exit,and scraper action conditions were compared and analyzed.The stress amplification factors under tunnel intersection and scraper action were obtained,providing boundary conditions for the design of wipers for highspeed s.The research results show that the maximum stress of the wiper structure obtained through simulation calculation is concentrated at the connection of the wiper arm.Structural stress increases with the rise of speed grade.The stress increases by 1.11 times when the tunnel meets.When the scraper operates,the stress on the scraper arm increases by 4.1–7.6 times.Due to the broadband excitation effect of the aerodynamic load,the spectral energy of the structure is relatively high at the natural frequency,which excites the natural mode of the wiper.展开更多
This paper proposes a passive control method to reduce peak values of slipstream and turbulent kinetic energy in a high-speed train wake by attaching vortex generators(VGs)onto the upper surface of the tail car.The im...This paper proposes a passive control method to reduce peak values of slipstream and turbulent kinetic energy in a high-speed train wake by attaching vortex generators(VGs)onto the upper surface of the tail car.The impact of the VGs is assessed through the improved delayed detached eddy simulations(IDDES)after validating predictions against previous experimental measurements and other numerical predictions for the base case.The simulations indicate that strategically installed VGs can reduce the average slipstream velocity(U slipstream)and the upper limit of slipstream velocity(U_(slipstream,max))by~17%and~15%,respectively,as well as moving the peaks downstream by approximately train height,thus reducing the danger posed by slipstream to waiting passengers and trackside workers.Analysis shows that the wake turbulent kinetic energy diminishes as the vortex generators decelerate the downwash flow and reduce shear production in the wake.It is also found that the presence of VGs significantly impacts the flow on the upper surface near the tail by modifying the unsteady trailing longitudinal vortices through the formation of additional counter-rotating longitudinal vortices from the VGs.These latter vortices prevent the merging of vortical airflow around the trailing nose tip,which is otherwise induced by the longitudinal vortex of the train.They also reduce vortex intensity through cross-annihilation and cross diffusion as the wake advects downstream,limiting outwards advection through interaction with the image pair,and contributing to a decrease in the peak slipstream value.The method proposed offers a simple approach to wake control leading to significant slipstream benefits.展开更多
Research on high-speed railways is a relatively new yet highly significant field in Vietnam.Among its key components,train control signaling plays a critical role,as it directly affects various interconnected systems,...Research on high-speed railways is a relatively new yet highly significant field in Vietnam.Among its key components,train control signaling plays a critical role,as it directly affects various interconnected systems,including infrastructure,traction power supply,operational planning,and overall railway safety.This article focuses on evaluating the capacity of the line based on the types of signals suitable for high-speed railways that have been effectively implemented in several European countries and successfully adapted in China.The research and simulation are conducted using MATLAB software,a reliable and widely adopted tool in the scientific community.The findings demonstrate that under normal conditions,the European Railway Traffic Management System/European Train Control System(ERTMS/ETCS)Level 2 signaling can support up to 23.7485 trains/hour/direction.Meanwhile,ERTMS/ETCS Level 3 with full moving block can accommodate up to 30.8735 trains/hour/direction,and ERTMS/ETCS Level 3 with fixed virtual blocks up to 29.4694 trains/hour/direction.In emergency scenarios,ERTMS/ETCS Level 3 with full moving block reduces headway by 33.27%compared to CTCS Level 3,while ERTMS/ETCS Level 3 with fixed virtual blocks achieves a 28.78%reduction.Overall,the ERTMS/ETCS Level 3 emerges as a state-of-the-art signaling technology offering high capacity and operational efficiency,and is recommended as a forward-looking solution for future implementation in Vietnam.展开更多
Under earthquake action, different site conditions have a notable impact on the dynamic response of high-speed railway bridges after earthquakes, which in turn poses a threat to the running stability of trains in the ...Under earthquake action, different site conditions have a notable impact on the dynamic response of high-speed railway bridges after earthquakes, which in turn poses a threat to the running stability of trains in the post-earthquake period. Therefore, establishing a calculation method for the post-earthquake train speed threshold that considers the influence of different site characteristics is of great engineering significance. Taking the CRTS Ⅲ slab track as the research object, this study is based on the track irregularity root mean square rate(TRR), which the authors proposed earlier to quantify the track regularity level. Using the nonlinear least squares fitting method, the mapping relationship between the TRR and the postearthquake train running performance indicators on bridges is established. Furthermore, the influence of laws governing site categories and train speeds on post-earthquake train running performance on bridges is analyzed, and a train speed threshold for bridges based on running performance under random site conditions is proposed. The research results indicate that all train running performance indicators increase significantly with the increase of train operating speed;different site categories have a significant impact on post-earthquake track residual deformation and train running stability. The greater the amplitude of postearthquake track alignment residual deformation, the lower the threshold for the stable running speed of trains after the earthquake, with the speed threshold decreasing by up to 20%. The research outcomes can provide technical references for the post-earthquake safe operation and maintenance of high-speed railway bridges under complex site conditions, as well as the formulation of targeted train speed control schemes.展开更多
The spatial offset of bridge has a significant impact on the safety,comfort,and durability of high-speed railway(HSR)operations,so it is crucial to rapidly and effectively detect the spatial offset of operational HSR ...The spatial offset of bridge has a significant impact on the safety,comfort,and durability of high-speed railway(HSR)operations,so it is crucial to rapidly and effectively detect the spatial offset of operational HSR bridges.Drive-by monitoring of bridge uneven settlement demonstrates significant potential due to its practicality,cost-effectiveness,and efficiency.However,existing drive-by methods for detecting bridge offset have limitations such as reliance on a single data source,low detection accuracy,and the inability to identify lateral deformations of bridges.This paper proposes a novel drive-by inspection method for spatial offset of HSR bridge based on multi-source data fusion of comprehensive inspection train.Firstly,dung beetle optimizer-variational mode decomposition was employed to achieve adaptive decomposition of non-stationary dynamic signals,and explore the hidden temporal relationships in the data.Subsequently,a long short-term memory neural network was developed to achieve feature fusion of multi-source signal and accurate prediction of spatial settlement of HSR bridge.A dataset of track irregularities and CRH380A high-speed train responses was generated using a 3D train-track-bridge interaction model,and the accuracy and effectiveness of the proposed hybrid deep learning model were numerically validated.Finally,the reliability of the proposed drive-by inspection method was further validated by analyzing the actual measurement data obtained from comprehensive inspection train.The research findings indicate that the proposed approach enables rapid and accurate detection of spatial offset in HSR bridge,ensuring the long-term operational safety of HSR bridges.展开更多
Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may com...Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may compromise their fatigue capacity.The most common structural design for railway noise barriers consists of vertical configurations of posts and panels.However,there have been few dynamic analyses of steel post/wood panel noise barriers under train-induced aerodynamic loads.This study used dynamic finite element analysis to assess the dynamic behavior of such noise barriers.Analysis of a 40-m-long noise barrier model and a triangular simplified load model,the latter of which effectively represented the detailed aerodynamic load,were first used to establish the model and input of the moving load during dynamic simulation.Then,the effects of different parameters on the dynamic response of the noise barrier were evaluated,including the damping ratio,the profile of the steel post,the span length of the panel,the barrier height,and the train speed.Gray relational analysis indicated that barrier height exhibited the highest correlations with the dynamic responses,followed by train speed,post profile,span length,and damping ratio.A reduction in the natural frequency and an increase in the train speed result in a higher peak response and more pronounced fluctuations between the nose and tail waves.The dynamic amplification factor(DAF)was found to be related to both the natural frequency and train speed.A model was proposed showing that the DAF significantly increases as the square of the natural frequency decreases and the cube of the train speed rises.展开更多
Under the background of‘the Belt and Road’and‘China-Mongolia-Russia Economic Corridor’initiatives,this paper studied the urban accessibility level,regional accessibility pattern and regional spatial effects along ...Under the background of‘the Belt and Road’and‘China-Mongolia-Russia Economic Corridor’initiatives,this paper studied the urban accessibility level,regional accessibility pattern and regional spatial effects along the Primorsky No.1 and No.2 transportation corridors.First,the evaluation of urban accessibility level with and without Primorsky No.1 and No.2 high-speed rails(HSRs)opening was conducted with two indicators,i.e.,the weighted average travel time,and the economic potential.After the evaluation,the spatial differentiation pattern of the accessibility changes with and without Primorsky No.1 and No.2 HSRs opening was performed respectively using ArcGIS.On these bases,the regional spatial effects brought by Primorsky No.1 and No.2 HSRs opening were studied.The results are as following.First,the urban accessibility level will be greatly improved by the opening of Primorsky No.1 and No.2 HSRs.All adjacent cities will be integrated into‘1 h HSR communication circle’and the whole journey will be integrated into‘4 h HSR communication circle’along Primorsky No.1 and No.2 corridors,respectively.The HSR accessibility of Primorsky No.1 corridor is stronger than that of Primorsky No.2 corridor.But the HSR accessibility improvement degree of Primorsky No.1 corridor is weaker than that of Primorsky No.2 corridor.Second,spatially,along Primorsky No.1 and No.2 corridors,the HSR accessibility level of the cities which are located in China is stronger than those cities located in Russia,showing the‘High West,Low East’patterns.The HSR accessibility improvement degree of the cities which are located in Russia and Sino-Russian border is stronger than those cities located in China,showing the‘High East,Low West’patterns.Third,Primorsky No.1 and No.2 corridors could connect the China’s‘Heilongjiang Land Sea Silk Road Economic Belt’and‘Changchun-Jilin-Tumen Development Pilot Zone’respectively,gradually involving into the development of China’s Harbin-Changchun Megalopolis.Relying on Harbin(China)and Changchun(China),Primorsky No.1 and No.2 HSRs could connect Northeast China-Beijing HSR,accelerating the diffusion of population,economy and other flows from China’s Beijing-Tianjin-Hebei Urban Agglomeration to Northeast China,and then to Russia’s Far East Federal District.Relying on Suifenhe(China)and Hunchun(China),Primorsky No.1 and No.2 HSRs could be conducive to the development of the second largest sea channels for Northeast China,creating the Northeast Asian Urban Belt,and new sea-rail intermodal pattern among China,Russia,Democratic People’s Republic of Korea,Japan and Republic of Korea.Relying on Vladivostok(Russia)and Zarubino(Russia),Primorsky No.1 and No.2 corridors could connect the‘Ice Silk Road’,building the‘Sino-Russian Northern Maritime Corridor’and‘Sino-Russian Arctic Blue Economic Areas’.展开更多
In order to ensure the uninterrupted communication between high-speed train and base station,driving safety and satisfying online experience of passengers,a dual-link switching algorithm based on CNN-WaveNet decision ...In order to ensure the uninterrupted communication between high-speed train and base station,driving safety and satisfying online experience of passengers,a dual-link switching algorithm based on CNN-WaveNet decision parameter multi-step prediction model is proposed to establish a two-hop relay communication system model between the high-speed train and the base station.Firstly,the switching algorithm uses convolution neural network(CNN)to extract the time sequence characteristics of decision parameters.Then,it learns the mapping relationship between feature information and decision parameters based on WaveNet and combining with rolling prediction method to realize multi-step prediction of decision parameters.Finally,dual-antenna communication mode is adopted to realize dual-link communication.The simulation results show that the proposed handover algorithm can improve handover trigger rate and handover success rate.展开更多
An online experiment to acquire the interior noise of a China Railways High-speed （CRH） train showed that it wasmainly composed of middle-low frequency components and could not be described properly by linear or A-w...An online experiment to acquire the interior noise of a China Railways High-speed （CRH） train showed that it wasmainly composed of middle-low frequency components and could not be described properly by linear or A-weighted soundpressure level （SPL）. Thus, the appropriate way to evaluate the high-speed train interior noise is to use sound quality parameters,and the most important is loudness. To overcome the disadvantages of the existing loudness algorithms, a novel signal-adaptiveMoore loudness algorithm （AMLA） based on the equivalent rectangular bandwidth （ERB） spectrum was introduced. The valida-tion reveals that AMLA can obtain higher accuracy and efficiency, and the simulated dark red noise conforms best to thehigh-speed train interior noise by loudness and auditory assessment. The main loudness component of the interior noise is below27.6 ERB rate （erbr）, and the sound quality of the interior noise is relatively stable between 300-350 km/h. The specific loudnesscomponents among 12-15 erbr stay invariable throughout the acceleration or deceleration process while components among20-27 erbr are evidently speed related. The unusual random noise is effectively identified, which indicates that AMLA is anappropriate method for sound quality assessment of the high-speed train under both steady and transient conditions.展开更多
Based on the train-track coupling dynamics and high-speed train aerodynamics, this paper deals with an improved algorithm for fluid-structure interaction of high-speed trains. In the algorithm, the data communication ...Based on the train-track coupling dynamics and high-speed train aerodynamics, this paper deals with an improved algorithm for fluid-structure interaction of high-speed trains. In the algorithm, the data communication between fluid solver and structure solver is avoided by inserting the program of train-track coupling dynamics into fluid dynamics program, and the relaxation factor concerning the load boundary of the fluid-structure interface is introduced to improve the fluctuation and convergence of aerodynamic forces. With this method, the fluid-structure dynamics of a highspeed train are simulated under the condition that the velocity of crosswind is 13.8 m/s and the train speed is 350 km/h. When the relaxation factor equals 0.5, the fluctuation of aerodynamic forces is lower and its convergence is faster than in other cases. The side force and lateral displacement of the head train are compared between off-line simulation and co-simulation. Simulation results show that the fluid-structure interaction has a significant influence on the aerodynam- ics and attitude of the head train under crosswind conditions. In addition, the security indexes of the head train worsen after the fluid-structure interaction calculation. Therefore, the fluid-structure interaction calculation is necessary for high-speed trains.展开更多
This study compares the microstructural evolution,dynamic recrystallization(DRX)behavior,tensile properties,and age-hardenability between the newly developed high-speed-extrudable BA56 alloy and those of the widely re...This study compares the microstructural evolution,dynamic recrystallization(DRX)behavior,tensile properties,and age-hardenability between the newly developed high-speed-extrudable BA56 alloy and those of the widely recognized AZ31 alloy in industry.Unlike the AZ31 alloy,which retains partially unrecrystallized grains,the high-speed-extruded BA56 alloy demonstrates a coarser but entirely recrystallized and more homogeneous microstructure.The fine-grained structure and abundant Mg_(3)Bi_(2) particles in the BA56 extrusion billet significantly enhance its DRX behavior,thus enabling rapid and complete recrystallization during extrusion.The BA56 alloy contains band-like fragmented Mg_(3)Bi_(2) particles and numerous fine Mg_(3)Bi_(2) particles distributed throughout the material,in contrast to the sparse Al_(8)Mn_(5) particles in the AZ31 alloy.These features contribute to superior mechanical properties of the BA56 alloy,which achieves tensile yield and ultimate tensile strengths of 205 and 292 MPa,respectively,compared to 196 and 270 MPa for the AZ31 alloy.The superior strength of the BA56 alloy,even with its coarser grain size,can be explained by its elevated Hall-Petch constant and the strengthening contribution from the fine Mg_(3)Bi_(2) particles.Additionally,the BA56 alloy demonstrates significant age-hardenability,achieving a 22%enhancement in hardness following T5 aging,attributed to the precipitation of nanoscale Mg_(3)Bi_(2) and Mg_(17)Al_(12) phases.By contrast,the AZ31 alloy shows minimal hardening due to the absence of precipitate formation during aging.These findings suggest that the BA56 alloy is a promising candidate for the production of extruded Mg components requiring a combination of high productivity,superior mechanical performance,and wide-ranging process adaptability.展开更多
The influence of ramps on the transient rolling contact characteristics and damage mechanisms of switch rails remains unclear,presenting substantial challenges to the safety of railway operations.To this end,this pape...The influence of ramps on the transient rolling contact characteristics and damage mechanisms of switch rails remains unclear,presenting substantial challenges to the safety of railway operations.To this end,this paper constructs a transient rolling contact finite element model of the wheel-rail in switch under different ramps using ANSYS/LSDYNA method,and analyzes the tribology and damage characteristics when the wheel passes through the switch at a uniform speed.Our research findings reveal that the vibration induced in the switch rail during the wheel load transfer process leads to a step-like increase in the contact force.Moreover,the interaction between the wheel and the rail primarily involves slip contact,which may significantly contribute to the formation of corrugations on the switch rail.Additionally,the presence of large ramps exacerbates switch rail wear and rolling contact fatigue,resulting in a notable 13.2%increase in switch rail damage under 40‰ramp conditions compared to flat(0‰ramp)conditions.Furthermore,the large ramps can alter the direction of crack propagation,ultimately causing surface spalling of the rail.Therefore,large ramps intensify the dynamic interactions during the wheel load transfer process,further aggravating the crack and spalling damage to the switch rails.展开更多
The rapid expansion of railways,especially High-Speed Railways(HSRs),has drawn considerable interest from both academic and industrial sectors.To meet the future vision of smart rail communications,the rail transport ...The rapid expansion of railways,especially High-Speed Railways(HSRs),has drawn considerable interest from both academic and industrial sectors.To meet the future vision of smart rail communications,the rail transport industry must innovate in key technologies to ensure high-quality transmissions for passengers and railway operations.These systems must function effectively under high mobility conditions while prioritizing safety,ecofriendliness,comfort,transparency,predictability,and reliability.On the other hand,the proposal of 6 G wireless technology introduces new possibilities for innovation in communication technologies,which may truly realize the current vision of HSR.Therefore,this article gives a review of the current advanced 6 G wireless communication technologies for HSR,including random access and switching,channel estimation and beamforming,integrated sensing and communication,and edge computing.The main application scenarios of these technologies are reviewed,as well as their current research status and challenges,followed by an outlook on future development directions.展开更多
Purpose–High-speed turnouts are more complex in structure and thus may cause abnormal vibration of highspeed train car body,affecting driving safety and passenger riding experience.Therefore,it is necessary to analyz...Purpose–High-speed turnouts are more complex in structure and thus may cause abnormal vibration of highspeed train car body,affecting driving safety and passenger riding experience.Therefore,it is necessary to analyze the data characteristics of continuous hunting of high-speed trains passing through turnouts and propose a diagnostic method for engineering applications.Design/methodology/approach–First,Complete Ensemble Empirical Mode Decomposition with Adaptive Noise(CEEMDAN)is performed to determine the first characteristic component of the car body’s lateral acceleration.Then,the Short-Time Fourier Transform(STFT)is performed to calculate the marginal spectra.Finally,the presence of a continuous hunting problem is determined based on the results of the comparison calculations and diagnostic thresholds.To improve computational efficiency,permutation entropy(PE)is used as a fast indicator to identify turnouts with potential problems.Findings–Under continuous hunting conditions,the PE is less than 0.90;the ratio of the maximum peak value of the signal component to the original signal peak value exceeded 0.7,and there is an energy band in the STFT time-frequency map,which corresponds to a frequency distribution range of 1–2 Hz.Originality/value–The research results have revealed the lateral vibration characteristics of the high-speed train’s car body during continuous hunting when passing through turnouts.On this basis,an effective diagnostic method has been proposed.With a focus on practical engineering applications,a rapid screening index for identifying potential issues has been proposed,significantly enhancing the efficiency of diagnostic processes.展开更多
This study addresses the significant disparity in aerodynamic uplift forces experienced by single-strip high-speed pantographs under different operating directions.A systematic numerical investigation was conducted to...This study addresses the significant disparity in aerodynamic uplift forces experienced by single-strip high-speed pantographs under different operating directions.A systematic numerical investigation was conducted to evaluate the influence of key geometric parameters on aerodynamic characteristics,culminating in two targeted adjustment strategies.The reliability of the computational methodology was validated through comparative analysis,which revealed less than a 6%deviation in aerodynamic drag between the numerical simulations and wind tunnel tests.Aerodynamic decomposition revealed that the operating direction critically impacts the uplift force,which is governed by two factors:streamwise cross-strip positioning and the angular orientation of the arm hinge.These factors collectively determine the divergent aerodynamic responses of the panhead and frame during directional changes.By establishing a parametric database encompassing four strip-to-crossbar spacing configurations and six arm diameter variations,nonlinear response patterns of the uplift forces under different operating directions to geometric modifications were quantified.Both adjustment approaches,simultaneously reducing both streamwise and vertical strip-to-crossbar spacings to half of the original dimensions or increasing the upper arm spanwise diameter to 1.45 times and decreasing the lower arm spanwise diameter to 0.55 times the baseline values,successfully constrained aerodynamic uplift force deviations between operating directions within 3%.展开更多
High-speed permanent magnet synchronous motors(PMSMs)have recently been widely applied in various applications.However,due to the increased rotor speed and operating frequency increase,the winding AC losses rise subst...High-speed permanent magnet synchronous motors(PMSMs)have recently been widely applied in various applications.However,due to the increased rotor speed and operating frequency increase,the winding AC losses rise substantially,posing risks to the safety operation.Accurate modeling of the AC losses has therefore become critical at the motor initial design stage.This paper reviews the main modeling methods for AC copper losses in PMSMs,including analytical methods,finite element methods,and hybrid modeling methods.The advantages and disadvantages of each method are analyzed in detail,and key issues in the modeling process are discussed.Finally,future research directions in AC copper loss modeling are explored,providing new insights for motor design and performance optimization.展开更多
Based on the investigation of mechanical response and microstructure evolution of a commercial 7003 aluminum alloy under high-speed impact,a new simple and effective method was proposed to determine the critical strai...Based on the investigation of mechanical response and microstructure evolution of a commercial 7003 aluminum alloy under high-speed impact,a new simple and effective method was proposed to determine the critical strain required for the nucleation of adiabatic shear band(ASB).The deformation results of cylindrical and hat-shaped samples show that the critical strain required for ASB nucleation corresponds to the strain at the first local minimum after peak stress on the first derivative curve of true stress−true strain.The method of determining the critical strain for the nucleation of ASB through the first derivative of the flow stress curve is named the first derivative method.The proposed first derivative method is not only applicable to the 7003 aluminum alloy,but also to other metal materials,such as commercial purity titanium,WY-100 steel,and AM80 magnesium alloy.This proves that it has strong universality.展开更多
Purpose–The bridge expansion joint(BEJ)is a key device for accommodating spatial displacement at the beam end,and for providing vertical support for running trains passing over the gap between the main bridge and the...Purpose–The bridge expansion joint(BEJ)is a key device for accommodating spatial displacement at the beam end,and for providing vertical support for running trains passing over the gap between the main bridge and the approach bridge.For long-span railway bridges,it must also be coordinated with rail expansion joint(REJ),which is necessary to accommodate the expansion and contraction of,and reducing longitudinal stress in,the rails.The main aim of this study is to present analysis of recent developments in the research and application of BEJs in high-speed railway(HSR)long-span bridges in China,and to propose a performance-based integral design method for BEJs used with REJs,from both theoretical and engineering perspectives.Design/methodology/approach–The study first presents a summary on the application and maintenance of BEJs in HSR long-span bridges in China representing an overview of their state of development.Results of a survey of typical BEJ faults were analyzed,and field testing was conducted on a railway cable-stayed bridge in order to obtain information on the major mechanical characteristics of its BEJ under train load.Based on the above,a performance-based integral design method for BEJs with maximum expansion range 1600 mm(±800 mm),was proposed,covering all stages from overall conceptual design to consideration of detailed structural design issues.The performance of the novel BEJ design thus derived was then verified via theoretical analysis under different scenarios,full-scale model testing,and field testing and commissioning.Findings–Two major types of BEJs,deck-type and through-type,are used in HSR long-span bridges in China.Typical BEJ faults were found to mainly include skewness of steel sleepers at the bridge gap,abnormally large longitudinal frictional resistance,and flexural deformation of the scissor mechanisms.These faults influence BEJ functioning,and thus adversely affect track quality and train running performance at the beam end.Due to their simple and integral structure,deck-type BEJs with expansion range 1200 mm(±600 mm)or less have been favored as a solution offering improved operational conditions,and have emerged as a standard design.However,when the expansion range exceeds the above-mentioned value,special design work becomes necessary.Therefore,based on engineering practice,a performance-based integral design method for BEJs used with REJs was proposed,taking into account four major categories of performance requirements,i.e.,mechanical characteristics,train running quality,durability and insulation performance.Overall BEJ design must mainly consider component strength and the overall stiffness of BEJ;the latter factor in particular has a decisive influence on train running performance at the beam end.Detailed BEJ structural design must stress minimization of the frictional resistance of its sliding surface.The static and dynamic performance of the newlydesigned BEJ with expansion range 1600 mm have been confirmed to be satisfactory,via numerical simulation,full-scale model testing,and field testing and commissioning.Originality/value–This research provides a broad overview of the status of BEJs with large expansion range in HSR long-span bridges in China,along with novel insights into their design.展开更多
Defect detection is vital in the nonwoven material industry,ensuring surface quality before producing finished products.Recently,deep learning and computer vision advancements have revolutionized defect detection,maki...Defect detection is vital in the nonwoven material industry,ensuring surface quality before producing finished products.Recently,deep learning and computer vision advancements have revolutionized defect detection,making it a widely adopted approach in various industrial fields.This paper mainly studied the defect detection method for nonwoven materials based on the improved Nano Det-Plus model.Using the constructed samples of defects in nonwoven materials as the research objects,transfer learning experiments were conducted based on the Nano DetPlus object detection framework.Within this framework,the Backbone,path aggregation feature pyramid network(PAFPN)and Head network models were compared and trained through a process of freezing,with the ultimate aim of bolstering the model's feature extraction abilities and elevating detection accuracy.The half-precision quantization method was used to optimize the model after transfer learning experiments,reducing model weights and computational complexity to improve the detection speed.Performance comparisons were conducted between the improved model and the original Nano Det-Plus model,YOLO,SSD and other common industrial defect detection algorithms,validating that the improved methods based on transfer learning and semi-precision quantization enabled the model to meet the practical requirements of industrial production.展开更多
文摘This paper studies the structural response of high-speed train wipers under the combined action of complex flow fields and scraping actions.The stress concentration areas are determined through simulation analysis,and the stress and aerodynamic load measurement points are reasonably arranged accordingly.The actual measurement is carried out in combination with the operating conditions of the existing lines.The stress variations and spectral characteristics of the train under different speed levels(80,160,180,200 km/h),tunnel entry and exit,and scraper action conditions were compared and analyzed.The stress amplification factors under tunnel intersection and scraper action were obtained,providing boundary conditions for the design of wipers for highspeed s.The research results show that the maximum stress of the wiper structure obtained through simulation calculation is concentrated at the connection of the wiper arm.Structural stress increases with the rise of speed grade.The stress increases by 1.11 times when the tunnel meets.When the scraper operates,the stress on the scraper arm increases by 4.1–7.6 times.Due to the broadband excitation effect of the aerodynamic load,the spectral energy of the structure is relatively high at the natural frequency,which excites the natural mode of the wiper.
基金Project(52372370)supported by the National Natural Science Foundation of ChinaProject(2023ZZTS0379)supported by the Graduate Student Independent Innovation Project of Central South University,ChinaProject(202206370058)supported by the China Scholarship Council。
文摘This paper proposes a passive control method to reduce peak values of slipstream and turbulent kinetic energy in a high-speed train wake by attaching vortex generators(VGs)onto the upper surface of the tail car.The impact of the VGs is assessed through the improved delayed detached eddy simulations(IDDES)after validating predictions against previous experimental measurements and other numerical predictions for the base case.The simulations indicate that strategically installed VGs can reduce the average slipstream velocity(U slipstream)and the upper limit of slipstream velocity(U_(slipstream,max))by~17%and~15%,respectively,as well as moving the peaks downstream by approximately train height,thus reducing the danger posed by slipstream to waiting passengers and trackside workers.Analysis shows that the wake turbulent kinetic energy diminishes as the vortex generators decelerate the downwash flow and reduce shear production in the wake.It is also found that the presence of VGs significantly impacts the flow on the upper surface near the tail by modifying the unsteady trailing longitudinal vortices through the formation of additional counter-rotating longitudinal vortices from the VGs.These latter vortices prevent the merging of vortical airflow around the trailing nose tip,which is otherwise induced by the longitudinal vortex of the train.They also reduce vortex intensity through cross-annihilation and cross diffusion as the wake advects downstream,limiting outwards advection through interaction with the image pair,and contributing to a decrease in the peak slipstream value.The method proposed offers a simple approach to wake control leading to significant slipstream benefits.
文摘Research on high-speed railways is a relatively new yet highly significant field in Vietnam.Among its key components,train control signaling plays a critical role,as it directly affects various interconnected systems,including infrastructure,traction power supply,operational planning,and overall railway safety.This article focuses on evaluating the capacity of the line based on the types of signals suitable for high-speed railways that have been effectively implemented in several European countries and successfully adapted in China.The research and simulation are conducted using MATLAB software,a reliable and widely adopted tool in the scientific community.The findings demonstrate that under normal conditions,the European Railway Traffic Management System/European Train Control System(ERTMS/ETCS)Level 2 signaling can support up to 23.7485 trains/hour/direction.Meanwhile,ERTMS/ETCS Level 3 with full moving block can accommodate up to 30.8735 trains/hour/direction,and ERTMS/ETCS Level 3 with fixed virtual blocks up to 29.4694 trains/hour/direction.In emergency scenarios,ERTMS/ETCS Level 3 with full moving block reduces headway by 33.27%compared to CTCS Level 3,while ERTMS/ETCS Level 3 with fixed virtual blocks achieves a 28.78%reduction.Overall,the ERTMS/ETCS Level 3 emerges as a state-of-the-art signaling technology offering high capacity and operational efficiency,and is recommended as a forward-looking solution for future implementation in Vietnam.
基金supported by the Science and Technology Research and Development Program Project of China Railway Group Limited (Grant No.2022-Major-17)the National Natural Science Foundation of China (Grant Nos.52578619,52178180)+2 种基金the National Key Research and Development Program of China (Grant No.2022YFC3004304)the Frontier Cross Research Project of Central South University (Grant No.2023QYJC006)the Natural Science Foundation of Hunan Province Funding Project (Grant No.2023JJ40724)。
文摘Under earthquake action, different site conditions have a notable impact on the dynamic response of high-speed railway bridges after earthquakes, which in turn poses a threat to the running stability of trains in the post-earthquake period. Therefore, establishing a calculation method for the post-earthquake train speed threshold that considers the influence of different site characteristics is of great engineering significance. Taking the CRTS Ⅲ slab track as the research object, this study is based on the track irregularity root mean square rate(TRR), which the authors proposed earlier to quantify the track regularity level. Using the nonlinear least squares fitting method, the mapping relationship between the TRR and the postearthquake train running performance indicators on bridges is established. Furthermore, the influence of laws governing site categories and train speeds on post-earthquake train running performance on bridges is analyzed, and a train speed threshold for bridges based on running performance under random site conditions is proposed. The research results indicate that all train running performance indicators increase significantly with the increase of train operating speed;different site categories have a significant impact on post-earthquake track residual deformation and train running stability. The greater the amplitude of postearthquake track alignment residual deformation, the lower the threshold for the stable running speed of trains after the earthquake, with the speed threshold decreasing by up to 20%. The research outcomes can provide technical references for the post-earthquake safe operation and maintenance of high-speed railway bridges under complex site conditions, as well as the formulation of targeted train speed control schemes.
基金sponsored by the National Natural Science Foundation of China(Grant No.52178100).
文摘The spatial offset of bridge has a significant impact on the safety,comfort,and durability of high-speed railway(HSR)operations,so it is crucial to rapidly and effectively detect the spatial offset of operational HSR bridges.Drive-by monitoring of bridge uneven settlement demonstrates significant potential due to its practicality,cost-effectiveness,and efficiency.However,existing drive-by methods for detecting bridge offset have limitations such as reliance on a single data source,low detection accuracy,and the inability to identify lateral deformations of bridges.This paper proposes a novel drive-by inspection method for spatial offset of HSR bridge based on multi-source data fusion of comprehensive inspection train.Firstly,dung beetle optimizer-variational mode decomposition was employed to achieve adaptive decomposition of non-stationary dynamic signals,and explore the hidden temporal relationships in the data.Subsequently,a long short-term memory neural network was developed to achieve feature fusion of multi-source signal and accurate prediction of spatial settlement of HSR bridge.A dataset of track irregularities and CRH380A high-speed train responses was generated using a 3D train-track-bridge interaction model,and the accuracy and effectiveness of the proposed hybrid deep learning model were numerically validated.Finally,the reliability of the proposed drive-by inspection method was further validated by analyzing the actual measurement data obtained from comprehensive inspection train.The research findings indicate that the proposed approach enables rapid and accurate detection of spatial offset in HSR bridge,ensuring the long-term operational safety of HSR bridges.
基金financially supported by the Swedish Transport Administration(Trafikverket)through the“Excellence Area 4”and FOI-BBT program(Grant Nos.BBT-2019-022 and BBT-TRV 2024/132497).
文摘Railway noise barriers are an essential piece of infrastructure for reducing noise propagation.However,these barriers experience aerodynamic loads generated by high-speed trains,leading to dynamic effects that may compromise their fatigue capacity.The most common structural design for railway noise barriers consists of vertical configurations of posts and panels.However,there have been few dynamic analyses of steel post/wood panel noise barriers under train-induced aerodynamic loads.This study used dynamic finite element analysis to assess the dynamic behavior of such noise barriers.Analysis of a 40-m-long noise barrier model and a triangular simplified load model,the latter of which effectively represented the detailed aerodynamic load,were first used to establish the model and input of the moving load during dynamic simulation.Then,the effects of different parameters on the dynamic response of the noise barrier were evaluated,including the damping ratio,the profile of the steel post,the span length of the panel,the barrier height,and the train speed.Gray relational analysis indicated that barrier height exhibited the highest correlations with the dynamic responses,followed by train speed,post profile,span length,and damping ratio.A reduction in the natural frequency and an increase in the train speed result in a higher peak response and more pronounced fluctuations between the nose and tail waves.The dynamic amplification factor(DAF)was found to be related to both the natural frequency and train speed.A model was proposed showing that the DAF significantly increases as the square of the natural frequency decreases and the cube of the train speed rises.
基金Under the auspices of Heilongjiang Provincial Natural Science Foundation of China(No.YQ2024D012),National Natural Science Foundation of China(No.42071162,42101165,42501220)。
文摘Under the background of‘the Belt and Road’and‘China-Mongolia-Russia Economic Corridor’initiatives,this paper studied the urban accessibility level,regional accessibility pattern and regional spatial effects along the Primorsky No.1 and No.2 transportation corridors.First,the evaluation of urban accessibility level with and without Primorsky No.1 and No.2 high-speed rails(HSRs)opening was conducted with two indicators,i.e.,the weighted average travel time,and the economic potential.After the evaluation,the spatial differentiation pattern of the accessibility changes with and without Primorsky No.1 and No.2 HSRs opening was performed respectively using ArcGIS.On these bases,the regional spatial effects brought by Primorsky No.1 and No.2 HSRs opening were studied.The results are as following.First,the urban accessibility level will be greatly improved by the opening of Primorsky No.1 and No.2 HSRs.All adjacent cities will be integrated into‘1 h HSR communication circle’and the whole journey will be integrated into‘4 h HSR communication circle’along Primorsky No.1 and No.2 corridors,respectively.The HSR accessibility of Primorsky No.1 corridor is stronger than that of Primorsky No.2 corridor.But the HSR accessibility improvement degree of Primorsky No.1 corridor is weaker than that of Primorsky No.2 corridor.Second,spatially,along Primorsky No.1 and No.2 corridors,the HSR accessibility level of the cities which are located in China is stronger than those cities located in Russia,showing the‘High West,Low East’patterns.The HSR accessibility improvement degree of the cities which are located in Russia and Sino-Russian border is stronger than those cities located in China,showing the‘High East,Low West’patterns.Third,Primorsky No.1 and No.2 corridors could connect the China’s‘Heilongjiang Land Sea Silk Road Economic Belt’and‘Changchun-Jilin-Tumen Development Pilot Zone’respectively,gradually involving into the development of China’s Harbin-Changchun Megalopolis.Relying on Harbin(China)and Changchun(China),Primorsky No.1 and No.2 HSRs could connect Northeast China-Beijing HSR,accelerating the diffusion of population,economy and other flows from China’s Beijing-Tianjin-Hebei Urban Agglomeration to Northeast China,and then to Russia’s Far East Federal District.Relying on Suifenhe(China)and Hunchun(China),Primorsky No.1 and No.2 HSRs could be conducive to the development of the second largest sea channels for Northeast China,creating the Northeast Asian Urban Belt,and new sea-rail intermodal pattern among China,Russia,Democratic People’s Republic of Korea,Japan and Republic of Korea.Relying on Vladivostok(Russia)and Zarubino(Russia),Primorsky No.1 and No.2 corridors could connect the‘Ice Silk Road’,building the‘Sino-Russian Northern Maritime Corridor’and‘Sino-Russian Arctic Blue Economic Areas’.
基金supported by National Natural Science Foundation of China(Nos.62161016,61661025)Gansu Provincial Science and Technology Plan(No.20JR10RA273)。
文摘In order to ensure the uninterrupted communication between high-speed train and base station,driving safety and satisfying online experience of passengers,a dual-link switching algorithm based on CNN-WaveNet decision parameter multi-step prediction model is proposed to establish a two-hop relay communication system model between the high-speed train and the base station.Firstly,the switching algorithm uses convolution neural network(CNN)to extract the time sequence characteristics of decision parameters.Then,it learns the mapping relationship between feature information and decision parameters based on WaveNet and combining with rolling prediction method to realize multi-step prediction of decision parameters.Finally,dual-antenna communication mode is adopted to realize dual-link communication.The simulation results show that the proposed handover algorithm can improve handover trigger rate and handover success rate.
基金supported by the Fundamental Research Funds for the Central Universities(No.2016QNA4012),China
文摘An online experiment to acquire the interior noise of a China Railways High-speed （CRH） train showed that it wasmainly composed of middle-low frequency components and could not be described properly by linear or A-weighted soundpressure level （SPL）. Thus, the appropriate way to evaluate the high-speed train interior noise is to use sound quality parameters,and the most important is loudness. To overcome the disadvantages of the existing loudness algorithms, a novel signal-adaptiveMoore loudness algorithm （AMLA） based on the equivalent rectangular bandwidth （ERB） spectrum was introduced. The valida-tion reveals that AMLA can obtain higher accuracy and efficiency, and the simulated dark red noise conforms best to thehigh-speed train interior noise by loudness and auditory assessment. The main loudness component of the interior noise is below27.6 ERB rate （erbr）, and the sound quality of the interior noise is relatively stable between 300-350 km/h. The specific loudnesscomponents among 12-15 erbr stay invariable throughout the acceleration or deceleration process while components among20-27 erbr are evidently speed related. The unusual random noise is effectively identified, which indicates that AMLA is anappropriate method for sound quality assessment of the high-speed train under both steady and transient conditions.
基金supported by the National Natural Science Foundations of China(Nos.50821063 and 50823004)973 Program(No.2007CB714701)the Fundamental Research Funds for the Central Universities(No.2010XS34)
文摘Based on the train-track coupling dynamics and high-speed train aerodynamics, this paper deals with an improved algorithm for fluid-structure interaction of high-speed trains. In the algorithm, the data communication between fluid solver and structure solver is avoided by inserting the program of train-track coupling dynamics into fluid dynamics program, and the relaxation factor concerning the load boundary of the fluid-structure interface is introduced to improve the fluctuation and convergence of aerodynamic forces. With this method, the fluid-structure dynamics of a highspeed train are simulated under the condition that the velocity of crosswind is 13.8 m/s and the train speed is 350 km/h. When the relaxation factor equals 0.5, the fluctuation of aerodynamic forces is lower and its convergence is faster than in other cases. The side force and lateral displacement of the head train are compared between off-line simulation and co-simulation. Simulation results show that the fluid-structure interaction has a significant influence on the aerodynam- ics and attitude of the head train under crosswind conditions. In addition, the security indexes of the head train worsen after the fluid-structure interaction calculation. Therefore, the fluid-structure interaction calculation is necessary for high-speed trains.
基金supported by the National Research Foundation of Korea(NRF)grants funded by the Korea government(MSIT)(Nos.RS-2024–00351052 and RS-2024–00450561).
文摘This study compares the microstructural evolution,dynamic recrystallization(DRX)behavior,tensile properties,and age-hardenability between the newly developed high-speed-extrudable BA56 alloy and those of the widely recognized AZ31 alloy in industry.Unlike the AZ31 alloy,which retains partially unrecrystallized grains,the high-speed-extruded BA56 alloy demonstrates a coarser but entirely recrystallized and more homogeneous microstructure.The fine-grained structure and abundant Mg_(3)Bi_(2) particles in the BA56 extrusion billet significantly enhance its DRX behavior,thus enabling rapid and complete recrystallization during extrusion.The BA56 alloy contains band-like fragmented Mg_(3)Bi_(2) particles and numerous fine Mg_(3)Bi_(2) particles distributed throughout the material,in contrast to the sparse Al_(8)Mn_(5) particles in the AZ31 alloy.These features contribute to superior mechanical properties of the BA56 alloy,which achieves tensile yield and ultimate tensile strengths of 205 and 292 MPa,respectively,compared to 196 and 270 MPa for the AZ31 alloy.The superior strength of the BA56 alloy,even with its coarser grain size,can be explained by its elevated Hall-Petch constant and the strengthening contribution from the fine Mg_(3)Bi_(2) particles.Additionally,the BA56 alloy demonstrates significant age-hardenability,achieving a 22%enhancement in hardness following T5 aging,attributed to the precipitation of nanoscale Mg_(3)Bi_(2) and Mg_(17)Al_(12) phases.By contrast,the AZ31 alloy shows minimal hardening due to the absence of precipitate formation during aging.These findings suggest that the BA56 alloy is a promising candidate for the production of extruded Mg components requiring a combination of high productivity,superior mechanical performance,and wide-ranging process adaptability.
基金Project(2023YFB2604304)supported by the National Key R&D Program of ChinaProjects(52122810,51978586,51778542,U23A20666,52472458)supported by the National Natural Science Foundation of China+1 种基金Project(K2022G034)supported by the Technology Research and Development Program of China National Railway Group Co.Ltd.Projects(2020JDJQ0033,2023NSFSC0884)supported by Sichuan Province Science and Technology Support Program,China。
文摘The influence of ramps on the transient rolling contact characteristics and damage mechanisms of switch rails remains unclear,presenting substantial challenges to the safety of railway operations.To this end,this paper constructs a transient rolling contact finite element model of the wheel-rail in switch under different ramps using ANSYS/LSDYNA method,and analyzes the tribology and damage characteristics when the wheel passes through the switch at a uniform speed.Our research findings reveal that the vibration induced in the switch rail during the wheel load transfer process leads to a step-like increase in the contact force.Moreover,the interaction between the wheel and the rail primarily involves slip contact,which may significantly contribute to the formation of corrugations on the switch rail.Additionally,the presence of large ramps exacerbates switch rail wear and rolling contact fatigue,resulting in a notable 13.2%increase in switch rail damage under 40‰ramp conditions compared to flat(0‰ramp)conditions.Furthermore,the large ramps can alter the direction of crack propagation,ultimately causing surface spalling of the rail.Therefore,large ramps intensify the dynamic interactions during the wheel load transfer process,further aggravating the crack and spalling damage to the switch rails.
基金National Natural Science Foundation of China(U2468201,62122012,62221001).
文摘The rapid expansion of railways,especially High-Speed Railways(HSRs),has drawn considerable interest from both academic and industrial sectors.To meet the future vision of smart rail communications,the rail transport industry must innovate in key technologies to ensure high-quality transmissions for passengers and railway operations.These systems must function effectively under high mobility conditions while prioritizing safety,ecofriendliness,comfort,transparency,predictability,and reliability.On the other hand,the proposal of 6 G wireless technology introduces new possibilities for innovation in communication technologies,which may truly realize the current vision of HSR.Therefore,this article gives a review of the current advanced 6 G wireless communication technologies for HSR,including random access and switching,channel estimation and beamforming,integrated sensing and communication,and edge computing.The main application scenarios of these technologies are reviewed,as well as their current research status and challenges,followed by an outlook on future development directions.
基金support from the funds of National Natural Science Foundation of China(52308473)China Academy of Railway Science Corporation Limited(2022YJ192)are gratefully acknowledged。
文摘Purpose–High-speed turnouts are more complex in structure and thus may cause abnormal vibration of highspeed train car body,affecting driving safety and passenger riding experience.Therefore,it is necessary to analyze the data characteristics of continuous hunting of high-speed trains passing through turnouts and propose a diagnostic method for engineering applications.Design/methodology/approach–First,Complete Ensemble Empirical Mode Decomposition with Adaptive Noise(CEEMDAN)is performed to determine the first characteristic component of the car body’s lateral acceleration.Then,the Short-Time Fourier Transform(STFT)is performed to calculate the marginal spectra.Finally,the presence of a continuous hunting problem is determined based on the results of the comparison calculations and diagnostic thresholds.To improve computational efficiency,permutation entropy(PE)is used as a fast indicator to identify turnouts with potential problems.Findings–Under continuous hunting conditions,the PE is less than 0.90;the ratio of the maximum peak value of the signal component to the original signal peak value exceeded 0.7,and there is an energy band in the STFT time-frequency map,which corresponds to a frequency distribution range of 1–2 Hz.Originality/value–The research results have revealed the lateral vibration characteristics of the high-speed train’s car body during continuous hunting when passing through turnouts.On this basis,an effective diagnostic method has been proposed.With a focus on practical engineering applications,a rapid screening index for identifying potential issues has been proposed,significantly enhancing the efficiency of diagnostic processes.
基金supported by the Major Project of China Railway Co.,Ltd.(Grant No.K2021J004-A).
文摘This study addresses the significant disparity in aerodynamic uplift forces experienced by single-strip high-speed pantographs under different operating directions.A systematic numerical investigation was conducted to evaluate the influence of key geometric parameters on aerodynamic characteristics,culminating in two targeted adjustment strategies.The reliability of the computational methodology was validated through comparative analysis,which revealed less than a 6%deviation in aerodynamic drag between the numerical simulations and wind tunnel tests.Aerodynamic decomposition revealed that the operating direction critically impacts the uplift force,which is governed by two factors:streamwise cross-strip positioning and the angular orientation of the arm hinge.These factors collectively determine the divergent aerodynamic responses of the panhead and frame during directional changes.By establishing a parametric database encompassing four strip-to-crossbar spacing configurations and six arm diameter variations,nonlinear response patterns of the uplift forces under different operating directions to geometric modifications were quantified.Both adjustment approaches,simultaneously reducing both streamwise and vertical strip-to-crossbar spacings to half of the original dimensions or increasing the upper arm spanwise diameter to 1.45 times and decreasing the lower arm spanwise diameter to 0.55 times the baseline values,successfully constrained aerodynamic uplift force deviations between operating directions within 3%.
基金supported in part by the National Natural Science Foundation of China under Grants 52025073 and 52377055。
文摘High-speed permanent magnet synchronous motors(PMSMs)have recently been widely applied in various applications.However,due to the increased rotor speed and operating frequency increase,the winding AC losses rise substantially,posing risks to the safety operation.Accurate modeling of the AC losses has therefore become critical at the motor initial design stage.This paper reviews the main modeling methods for AC copper losses in PMSMs,including analytical methods,finite element methods,and hybrid modeling methods.The advantages and disadvantages of each method are analyzed in detail,and key issues in the modeling process are discussed.Finally,future research directions in AC copper loss modeling are explored,providing new insights for motor design and performance optimization.
基金National Natural Science Foundation of China (No. U20A20275)Natural Science Foundation of Hunan Province,China (No. 2021JJ40096)。
文摘Based on the investigation of mechanical response and microstructure evolution of a commercial 7003 aluminum alloy under high-speed impact,a new simple and effective method was proposed to determine the critical strain required for the nucleation of adiabatic shear band(ASB).The deformation results of cylindrical and hat-shaped samples show that the critical strain required for ASB nucleation corresponds to the strain at the first local minimum after peak stress on the first derivative curve of true stress−true strain.The method of determining the critical strain for the nucleation of ASB through the first derivative of the flow stress curve is named the first derivative method.The proposed first derivative method is not only applicable to the 7003 aluminum alloy,but also to other metal materials,such as commercial purity titanium,WY-100 steel,and AM80 magnesium alloy.This proves that it has strong universality.
基金National Key R&D Program of China(2022YFB2602900)R&D Fund Project of China Academy of Railway Sciences Corporation Limited(2021YJ084)+2 种基金Project of Science and Technology R&D Program of China Railway(2016G002-K)R&D Fund Project of China Railway Major Bridge Reconnaissance&Design Institute Co.,Ltd.(2021)R&D Fund Project of China Railway Shanghai Group(2021141).
文摘Purpose–The bridge expansion joint(BEJ)is a key device for accommodating spatial displacement at the beam end,and for providing vertical support for running trains passing over the gap between the main bridge and the approach bridge.For long-span railway bridges,it must also be coordinated with rail expansion joint(REJ),which is necessary to accommodate the expansion and contraction of,and reducing longitudinal stress in,the rails.The main aim of this study is to present analysis of recent developments in the research and application of BEJs in high-speed railway(HSR)long-span bridges in China,and to propose a performance-based integral design method for BEJs used with REJs,from both theoretical and engineering perspectives.Design/methodology/approach–The study first presents a summary on the application and maintenance of BEJs in HSR long-span bridges in China representing an overview of their state of development.Results of a survey of typical BEJ faults were analyzed,and field testing was conducted on a railway cable-stayed bridge in order to obtain information on the major mechanical characteristics of its BEJ under train load.Based on the above,a performance-based integral design method for BEJs with maximum expansion range 1600 mm(±800 mm),was proposed,covering all stages from overall conceptual design to consideration of detailed structural design issues.The performance of the novel BEJ design thus derived was then verified via theoretical analysis under different scenarios,full-scale model testing,and field testing and commissioning.Findings–Two major types of BEJs,deck-type and through-type,are used in HSR long-span bridges in China.Typical BEJ faults were found to mainly include skewness of steel sleepers at the bridge gap,abnormally large longitudinal frictional resistance,and flexural deformation of the scissor mechanisms.These faults influence BEJ functioning,and thus adversely affect track quality and train running performance at the beam end.Due to their simple and integral structure,deck-type BEJs with expansion range 1200 mm(±600 mm)or less have been favored as a solution offering improved operational conditions,and have emerged as a standard design.However,when the expansion range exceeds the above-mentioned value,special design work becomes necessary.Therefore,based on engineering practice,a performance-based integral design method for BEJs used with REJs was proposed,taking into account four major categories of performance requirements,i.e.,mechanical characteristics,train running quality,durability and insulation performance.Overall BEJ design must mainly consider component strength and the overall stiffness of BEJ;the latter factor in particular has a decisive influence on train running performance at the beam end.Detailed BEJ structural design must stress minimization of the frictional resistance of its sliding surface.The static and dynamic performance of the newlydesigned BEJ with expansion range 1600 mm have been confirmed to be satisfactory,via numerical simulation,full-scale model testing,and field testing and commissioning.Originality/value–This research provides a broad overview of the status of BEJs with large expansion range in HSR long-span bridges in China,along with novel insights into their design.
基金National Key Research and Development Program of China(Nos.2022YFB4700600 and 2022YFB4700605)National Natural Science Foundation of China(Nos.61771123 and 62171116)+1 种基金Fundamental Research Funds for the Central UniversitiesGraduate Student Innovation Fund of Donghua University,China(No.CUSF-DH-D-2022044)。
文摘Defect detection is vital in the nonwoven material industry,ensuring surface quality before producing finished products.Recently,deep learning and computer vision advancements have revolutionized defect detection,making it a widely adopted approach in various industrial fields.This paper mainly studied the defect detection method for nonwoven materials based on the improved Nano Det-Plus model.Using the constructed samples of defects in nonwoven materials as the research objects,transfer learning experiments were conducted based on the Nano DetPlus object detection framework.Within this framework,the Backbone,path aggregation feature pyramid network(PAFPN)and Head network models were compared and trained through a process of freezing,with the ultimate aim of bolstering the model's feature extraction abilities and elevating detection accuracy.The half-precision quantization method was used to optimize the model after transfer learning experiments,reducing model weights and computational complexity to improve the detection speed.Performance comparisons were conducted between the improved model and the original Nano Det-Plus model,YOLO,SSD and other common industrial defect detection algorithms,validating that the improved methods based on transfer learning and semi-precision quantization enabled the model to meet the practical requirements of industrial production.
