The China comprehensive inspection train(CIT)is designed for evaluating railway infrastructure to ensure safe railway operations.The CIT integrates an array of inspection devices,capable of simultaneously assessing ra...The China comprehensive inspection train(CIT)is designed for evaluating railway infrastructure to ensure safe railway operations.The CIT integrates an array of inspection devices,capable of simultaneously assessing railway health condition parameters.The CIT450,representing the second generation,can reach a top speed of 450 km/h with inspection on the infrastructure.This paper begins by outlining the global evolution of inspection trains.It then focuses on the critical technologies underlying the CIT450,which include:(1)real-time inspection data acquisition with spatial and temporal synchronization;(2)intelligent fusion and centralized management of multi-source inspection data,enabling remote supervision of the inspection process;(3)technologies in inspecting track,train–track interaction,catenary,signalling systems,and train operating environment;and(4)AI-driven analysis and correlation of inspection data.The future developmental directions for comprehensive inspection trains are discussed finally.The CIT450’s approach to real-time railway health monitoring can enrich traditional inspection means,operational,and maintenance methods by enhancing inspection efficiency and automating railway maintenance.展开更多
Purpose–This study aims to analyze the development direction of track geometry inspection equipment for high-speed comprehensive inspection train in China.Design/methodology/approach–The development of track geometr...Purpose–This study aims to analyze the development direction of track geometry inspection equipment for high-speed comprehensive inspection train in China.Design/methodology/approach–The development of track geometry inspection equipment for highspeed comprehensive inspection train in China in the past 20 years can be divided into 3 stages.Track geometry inspection equipment 1.0 is the stage of analog signal.At the stage 1.0,the first priority is to meet the China’s railways basic needs of pre-operation joint debugging,safety assessment and daily dynamic inspection,maintenance and repair after operation.Track geometry inspection equipment 2.0 is the stage of digital signal.At the stage 2.0,it is important to improve stability and reliability of track geometry inspection equipment by upgrading the hardware sensors and improving software architecture.Track geometry inspection equipment 3.0 is the stage of lightweight.At the stage 3.0,miniaturization,low power consumption,self-running and green economy are co-developing on demand.Findings–The ability of track geometry inspection equipment for high-speed comprehensive inspection train will be expanded.The dynamic inspection of track stiffness changes will be studied under loaded and unloaded conditions in response to the track local settlement,track plate detachment and cushion plate failure.The dynamic measurement method of rail surface slope and vertical curve radius will be proposed,to reveal the changes in railway profile parameters of high-speed railways and the relationship between railway profile,track irregularity and subsidence of subgrade and bridges.The 200 m cut-off wavelength of track regularity will be researched to adapt to the operating speed of 400 km/h.Originality/value–The research can provide new connotations and requirements of track geometry inspection equipment for high-speed comprehensive inspection train in the new railway stage.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
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
5G-R is the main type of next-generation mobile communication system for railways,offering highly reliable broadband data transmission services for intelligent railway operations.In the light of meeting the bearing de...5G-R is the main type of next-generation mobile communication system for railways,offering highly reliable broadband data transmission services for intelligent railway operations.In the light of meeting the bearing demands of the 5G-R network,a comprehensive data transmission platform is proposed.This platform enables unified accession for various data service systems and applies Software Defined Network(SDN)technology for dynamic routing selection and high-effective data forwarding.Based on shared key lightweight access authentication technology,two-way identity authentication is performed for mobile terminals and network-side devices,ensuring the legitimacy verification of heterogeneous terminals within the application domain.展开更多
Automated detection of suspended anomalous objects on high-speed railway catenary systems using computer vision-based technology is a critical task for ensuring railway transportation safety. Despite the critical impo...Automated detection of suspended anomalous objects on high-speed railway catenary systems using computer vision-based technology is a critical task for ensuring railway transportation safety. Despite the critical importance of this task, conventional vision-based foreign object detection methodologies have predominantly concentrated on image data, neglecting the exploration and integration of textual information. The currently popular multimodal model Contrastive Language-Image Pre-training (CLIP) employs contrastive learning to enable simultaneous understanding of both visual and textual modalities. Drawing inspiration from CLIP’s capabilities, this paper introduces a novel CLIP-based multimodal foreign object detection model tailored for railway applications, referred to as Railway-CLIP. This model leverages CLIP’s robust generalization capabilities to enhance performance in the context of catenary foreign object detection. The Railway-CLIP model is primarily composed of an image encoder and a text encoder. Initially, the Segment Anything Model (SAM) is employed to preprocess raw images, identifying candidate bounding boxes that may contain foreign objects. Both the original images and the detected candidate bounding boxes are subsequently fed into the image encoder to extract their respective visual features. In parallel, distinct prompt templates are crafted for both the original images and the candidate bounding boxes to serve as textual inputs. These prompts are then processed by the text encoder to derive textual features. The image and text encoders collaboratively project the multimodal features into a shared semantic space, facilitating the computation of similarity scores between visual and textual representations. The final detection results are determined based on these similarity scores, ensuring a robust and accurate identification of anomalous objects. Extensive experiments on our collected Railway Anomaly Dataset (RAD) demonstrate that the proposed Railway-CLIP outperforms previous state-of-the-art methods, achieving 97.25% AUROC and 92.66% F1-score, thereby validating the effectiveness and superiority of the proposed approach in real-world high-speed railway anomaly detection scenarios.展开更多
Purpose–This research aims to improve the performance of rail fastener defect inspection method for multi railways,to effectively ensure the safety of railway operation.Design/methodology/approach–Firstly,a fastener...Purpose–This research aims to improve the performance of rail fastener defect inspection method for multi railways,to effectively ensure the safety of railway operation.Design/methodology/approach–Firstly,a fastener region location method based on online learning strategy was proposed,which can locate fastener regions according to the prior knowledge of track image and template matching method.Online learning strategy is used to update the template library dynamically,so that the method not only can locate fastener regions in the track images of multi railways,but also can automatically collect and annotate fastener samples.Secondly,a fastener defect recognition method based on deep convolutional neural network was proposed.The structure of recognition network was designed according to the smaller size and the relatively single content of the fastener region.The data augmentation method based on the sample random sorting strategy is adopted to reduce the impact of the imbalance of sample size on recognition performance.Findings–Test verification of the proposed method is conducted based on the rail fastener datasets of multi railways.Specifically,fastener location module has achieved an average detection rate of 99.36%,and fastener defect recognition module has achieved an average precision of 96.82%.Originality/value–The proposed method can accurately locate fastener regions and identify fastener defect in the track images of different railways,which has high reliability and strong adaptability to multi railways.展开更多
Purpose–This study aimed to facilitate a rapid evaluation of track service status and vehicle ride comfort based on car body acceleration.Consequently,a low-cost,data-driven approach was proposed for analyzing speed-...Purpose–This study aimed to facilitate a rapid evaluation of track service status and vehicle ride comfort based on car body acceleration.Consequently,a low-cost,data-driven approach was proposed for analyzing speed-related acceleration limits in metro systems.Design/methodology/approach–A portable sensing terminal was developed to realize easy and efficient detection of car body acceleration.Further,field measurements were performed on a 51.95-km metro line.Data from 272 metro sections were tested as a case study,and a quantile regression method was proposed to fit the control limits of the car body acceleration at different speeds using the measured data.Findings–First,the frequency statistics of the measured data in the speed-acceleration dimension indicated that the car body acceleration was primarily concentrated within the constant speed stage,particularly at speeds of 15.4,18.3,and 20.9 m/s.Second,resampling was performed according to the probability density distribution of car body acceleration for different speed domains to achieve data balance.Finally,combined with the traditional linear relationship between speed and acceleration,the statistical relationships between the speed and car body acceleration under different quantiles were determined.We concluded the lateral/vertical quantiles of 0.8989/0.9895,0.9942/0.997,and 0.9998/0.993 as being excellent,good,and qualified control limits,respectively,for the lateral and vertical acceleration of the car body.In addition,regression lines for the speedrelated acceleration limits at other quantiles(0.5,0.75,2s,and 3s)were obtained.Originality/value–The proposed method is expected to serve as a reference for further studies on speedrelated acceleration limits in rail transit systems.展开更多
Purpose–In this paper,a high-frequency radar test system was used to collect the data of clean ballast bed and fouled ballast bed of ballasted tracks,respectively,for a quantitative evaluation of the condition of rai...Purpose–In this paper,a high-frequency radar test system was used to collect the data of clean ballast bed and fouled ballast bed of ballasted tracks,respectively,for a quantitative evaluation of the condition of railway ballast bed.Design/methodology/approach–Based on original radar signals,the time–frequency characteristics of radar signals were analyzed,five ballast bed condition characteristic indexes were proposed,including the frequency domain integral area,scanning area,number of intersections with the time axis,number of timedomain inflection points and amplitude envelope obtained by Hilbert transform,and the effectiveness and sensitivity of the indexes were analyzed.Findings–The thickness of ballast bed tested at the sleep bottom by high-frequency radar is up to 55 cm,which meets the requirements of ballast bed detection.Compared with clean ballast bed,the values of the five indexes of fouled ballast bed are larger,and the five indexes could effectively show the condition of the ballast bed.The computational efficiency of amplitude envelope obtained by Hilbert transform is 140 s$km1,and the computational efficiency of other indexes is 5 s$km1.The amplitude envelopes obtained by Hilbert transform in the subgrade sections and tunnel sections are the most sensitive,followed by scanning area.The number of intersections with the time axis in the bridge sections was the most sensitive,followed by the scanning area.The scanning area can adapt to different substructures such as subgrade,bridges and tunnels,with high comprehensive sensitivity.Originality/value–The research can provide appropriate characteristic indexes from the high-frequency radar original signal to quantitatively evaluate ballast bed condition under different substructures.展开更多
Purpose–This study aims to propose a vertical coupling dynamic analysis method of vehicle–track–substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track a...Purpose–This study aims to propose a vertical coupling dynamic analysis method of vehicle–track–substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track and vehicle caused by local fastener failure.Design/methodology/approach–The track and substructure are decomposed into the rail subsystem and substructure subsystem,in which the rail subsystem is composed of two layers of nodes corresponding to the upper rail and the lower fastener.The rail is treated as a continuous beam with elastic discrete point supports,and spring-damping elements are used to simulate the constraints between rail and fastener.Forced displacement and forced velocity are used to deal with the effect of the substructure on the rail system,while the external load is used to deal with the reverse effect.The fastener failure is simulated with the methods that cancel the forced vibration transmission,namely take no account of the substructure–rail interaction at that position.Findings–The dynamic characteristics of the infrastructure with local diseases can be accurately calculated by using the proposed method.Local fastener failure will slightly affect the vibration of substructure and carbody,but it will significantly intensify the vibration response between wheel and rail.The maximum vertical displacement and the maximum vertical vibration acceleration of rail is 2.94 times and 2.97 times the normal value,respectively,under the train speed of 350 km$h1.At the same time,the maximum wheel–rail force and wheel load reduction rate increase by 22.0 and 50.2%,respectively,from the normal value.Originality/value–This method can better reveal the local vibration conditions of the rail and easily simulate the influence of various defects on the dynamic response of the coupling system.展开更多
Detecting internal defects,particularly voids behind linings,is critical for ensuring the structural integrity of aging high-speed rail(HSR)tunnel networks.While ground-penetrating radar(GPR)is widely employed,systema...Detecting internal defects,particularly voids behind linings,is critical for ensuring the structural integrity of aging high-speed rail(HSR)tunnel networks.While ground-penetrating radar(GPR)is widely employed,systematic quantification of performance boundaries for air-coupled(A-CGPR)and ground-coupled(G-CGPR)systems within the complex electromagnetic environment of multilayer reinforced HSR tunnels remains limited.This study establishes physics-based quantitative performance limits for A-CGPR and G-CGPR through rigorously validated GPRMax finite-difference time-domain(FDTD)simulations and comprehensive field validation over a 300 m operational HSR tunnel section.Key performance metrics were quantified as functions of:(a)detection distance(A-CGPR:2.0–4.5 m;G-CGPR:≤0.1 m),(b)antenna frequency(A-CGPR:300 MHz;G-CGPR:400/900 MHz),(c)reinforcement configuration(unreinforced,single-layer,multilayer rebar),and(d)void geometry(axial length:0.1–1.0 m;radial depth:0.1–0.5 m).Key findings demonstrate:a.A-CGPR(300 MHz):Reliably detects axial voids≥0.3 m at distances≤3 m in minimally reinforced(single-layer rebar)linings(field R2=0.89).Performance degrades significantly at distances>3 m(>60%signal attenuation at 4.5 m)or under multilayer rebar interference,causing 25%–40%accuracy loss for voids<0.3 m.Optimal distance:2.0–2.5 m.b.G-CGPR(900 MHz):Achieves<5%size measurement error for axial voids≥0.1 m and radial voids≥0.2 m in unreinforced linings.Resolution degrades under multilayer reinforcement due to severe signal attenuation,increasing axial void detection error to 10%–20%for voids≥0.3 m and constraining radial size measurement.c.Synergistic Framework:A hybrid inspection protocol is proposed,integrating A-CGPR(20 km/h)for rapid large-area screening and targeted G-CGPR(3 km/h)for high-resolution verification of identified anomalies.This framework enhances NDT efficiency while reducing estimated lifecycle inspection costs by 34%compared to G-CGPR alone.This research provides the first physics-derived quantitative detection thresholds for A-CGPR and G-CGPR in multi-rebar HSR tunnels,validated through field-correlated simulations.Future work will focus on multi-frequency antenna arrays and deep learning algorithms to mitigate reinforcement interference.The established performance boundaries and hybrid framework offer critical guidance for optimizing tunnel lining inspection strategies in extensive HSR networks.展开更多
基金supported by the National Natural Science Foundation of China(Grant No.52272427)the Technology Research and Development Program of China National Railway Group(Grant No.K2021T015)Development Plan of China Academy of Railway Sciences Corporation Ltd.(Grant No.2022YJ256)。
文摘The China comprehensive inspection train(CIT)is designed for evaluating railway infrastructure to ensure safe railway operations.The CIT integrates an array of inspection devices,capable of simultaneously assessing railway health condition parameters.The CIT450,representing the second generation,can reach a top speed of 450 km/h with inspection on the infrastructure.This paper begins by outlining the global evolution of inspection trains.It then focuses on the critical technologies underlying the CIT450,which include:(1)real-time inspection data acquisition with spatial and temporal synchronization;(2)intelligent fusion and centralized management of multi-source inspection data,enabling remote supervision of the inspection process;(3)technologies in inspecting track,train–track interaction,catenary,signalling systems,and train operating environment;and(4)AI-driven analysis and correlation of inspection data.The future developmental directions for comprehensive inspection trains are discussed finally.The CIT450’s approach to real-time railway health monitoring can enrich traditional inspection means,operational,and maintenance methods by enhancing inspection efficiency and automating railway maintenance.
基金supported by the National Natural Science Foundation of China(Grant No.52278465)Science and Technology Research and Development Plan of China Railway(Grant No.N2022G051)Key Project of China Academy of Railway Sciences(Grant No.2351JJ2401).
文摘Purpose–This study aims to analyze the development direction of track geometry inspection equipment for high-speed comprehensive inspection train in China.Design/methodology/approach–The development of track geometry inspection equipment for highspeed comprehensive inspection train in China in the past 20 years can be divided into 3 stages.Track geometry inspection equipment 1.0 is the stage of analog signal.At the stage 1.0,the first priority is to meet the China’s railways basic needs of pre-operation joint debugging,safety assessment and daily dynamic inspection,maintenance and repair after operation.Track geometry inspection equipment 2.0 is the stage of digital signal.At the stage 2.0,it is important to improve stability and reliability of track geometry inspection equipment by upgrading the hardware sensors and improving software architecture.Track geometry inspection equipment 3.0 is the stage of lightweight.At the stage 3.0,miniaturization,low power consumption,self-running and green economy are co-developing on demand.Findings–The ability of track geometry inspection equipment for high-speed comprehensive inspection train will be expanded.The dynamic inspection of track stiffness changes will be studied under loaded and unloaded conditions in response to the track local settlement,track plate detachment and cushion plate failure.The dynamic measurement method of rail surface slope and vertical curve radius will be proposed,to reveal the changes in railway profile parameters of high-speed railways and the relationship between railway profile,track irregularity and subsidence of subgrade and bridges.The 200 m cut-off wavelength of track regularity will be researched to adapt to the operating speed of 400 km/h.Originality/value–The research can provide new connotations and requirements of track geometry inspection equipment for high-speed comprehensive inspection train in the new railway stage.
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.
文摘5G-R is the main type of next-generation mobile communication system for railways,offering highly reliable broadband data transmission services for intelligent railway operations.In the light of meeting the bearing demands of the 5G-R network,a comprehensive data transmission platform is proposed.This platform enables unified accession for various data service systems and applies Software Defined Network(SDN)technology for dynamic routing selection and high-effective data forwarding.Based on shared key lightweight access authentication technology,two-way identity authentication is performed for mobile terminals and network-side devices,ensuring the legitimacy verification of heterogeneous terminals within the application domain.
基金supported by the Technology Research and Development Program of China National Railway Group(Q2024T002)the Open Project Fund of National Engineering Research Center of Digital Construction and Evaluation Technology of Urban Rail Transit(2024023).
文摘Automated detection of suspended anomalous objects on high-speed railway catenary systems using computer vision-based technology is a critical task for ensuring railway transportation safety. Despite the critical importance of this task, conventional vision-based foreign object detection methodologies have predominantly concentrated on image data, neglecting the exploration and integration of textual information. The currently popular multimodal model Contrastive Language-Image Pre-training (CLIP) employs contrastive learning to enable simultaneous understanding of both visual and textual modalities. Drawing inspiration from CLIP’s capabilities, this paper introduces a novel CLIP-based multimodal foreign object detection model tailored for railway applications, referred to as Railway-CLIP. This model leverages CLIP’s robust generalization capabilities to enhance performance in the context of catenary foreign object detection. The Railway-CLIP model is primarily composed of an image encoder and a text encoder. Initially, the Segment Anything Model (SAM) is employed to preprocess raw images, identifying candidate bounding boxes that may contain foreign objects. Both the original images and the detected candidate bounding boxes are subsequently fed into the image encoder to extract their respective visual features. In parallel, distinct prompt templates are crafted for both the original images and the candidate bounding boxes to serve as textual inputs. These prompts are then processed by the text encoder to derive textual features. The image and text encoders collaboratively project the multimodal features into a shared semantic space, facilitating the computation of similarity scores between visual and textual representations. The final detection results are determined based on these similarity scores, ensuring a robust and accurate identification of anomalous objects. Extensive experiments on our collected Railway Anomaly Dataset (RAD) demonstrate that the proposed Railway-CLIP outperforms previous state-of-the-art methods, achieving 97.25% AUROC and 92.66% F1-score, thereby validating the effectiveness and superiority of the proposed approach in real-world high-speed railway anomaly detection scenarios.
基金funded by the Key Research and Development Project of China Academy of Railway Sciences Corporation Limited(2021YJ310).
文摘Purpose–This research aims to improve the performance of rail fastener defect inspection method for multi railways,to effectively ensure the safety of railway operation.Design/methodology/approach–Firstly,a fastener region location method based on online learning strategy was proposed,which can locate fastener regions according to the prior knowledge of track image and template matching method.Online learning strategy is used to update the template library dynamically,so that the method not only can locate fastener regions in the track images of multi railways,but also can automatically collect and annotate fastener samples.Secondly,a fastener defect recognition method based on deep convolutional neural network was proposed.The structure of recognition network was designed according to the smaller size and the relatively single content of the fastener region.The data augmentation method based on the sample random sorting strategy is adopted to reduce the impact of the imbalance of sample size on recognition performance.Findings–Test verification of the proposed method is conducted based on the rail fastener datasets of multi railways.Specifically,fastener location module has achieved an average detection rate of 99.36%,and fastener defect recognition module has achieved an average precision of 96.82%.Originality/value–The proposed method can accurately locate fastener regions and identify fastener defect in the track images of different railways,which has high reliability and strong adaptability to multi railways.
基金the National Natural Science Foundation of China(NSFC)under No.52308473the National KeyR&DProgram under No.2022YFB2603301the China Postdoctoral Science Foundation funded project(Certificate Number:2023M743895).
文摘Purpose–This study aimed to facilitate a rapid evaluation of track service status and vehicle ride comfort based on car body acceleration.Consequently,a low-cost,data-driven approach was proposed for analyzing speed-related acceleration limits in metro systems.Design/methodology/approach–A portable sensing terminal was developed to realize easy and efficient detection of car body acceleration.Further,field measurements were performed on a 51.95-km metro line.Data from 272 metro sections were tested as a case study,and a quantile regression method was proposed to fit the control limits of the car body acceleration at different speeds using the measured data.Findings–First,the frequency statistics of the measured data in the speed-acceleration dimension indicated that the car body acceleration was primarily concentrated within the constant speed stage,particularly at speeds of 15.4,18.3,and 20.9 m/s.Second,resampling was performed according to the probability density distribution of car body acceleration for different speed domains to achieve data balance.Finally,combined with the traditional linear relationship between speed and acceleration,the statistical relationships between the speed and car body acceleration under different quantiles were determined.We concluded the lateral/vertical quantiles of 0.8989/0.9895,0.9942/0.997,and 0.9998/0.993 as being excellent,good,and qualified control limits,respectively,for the lateral and vertical acceleration of the car body.In addition,regression lines for the speedrelated acceleration limits at other quantiles(0.5,0.75,2s,and 3s)were obtained.Originality/value–The proposed method is expected to serve as a reference for further studies on speedrelated acceleration limits in rail transit systems.
基金Project(P2021G053) supported by China Railway Corporation’s Science and Technology Research and Development ProgramProject(2021YJ022) supported by the Science and Technology Development Fund of China Academy of Railway Sciences Group Co.,Ltd。
基金funded by the National Key R&Dprogram of China[Grant No.2022YFB2603302]the Science and Technology Research and Development Program of China State Railway Group Co.,Ltd[Grant No.K2022G015]the Fund Project of China Academy of Railway Sciences Corporation Limited[Grant No.2022YJ305].
文摘Purpose–In this paper,a high-frequency radar test system was used to collect the data of clean ballast bed and fouled ballast bed of ballasted tracks,respectively,for a quantitative evaluation of the condition of railway ballast bed.Design/methodology/approach–Based on original radar signals,the time–frequency characteristics of radar signals were analyzed,five ballast bed condition characteristic indexes were proposed,including the frequency domain integral area,scanning area,number of intersections with the time axis,number of timedomain inflection points and amplitude envelope obtained by Hilbert transform,and the effectiveness and sensitivity of the indexes were analyzed.Findings–The thickness of ballast bed tested at the sleep bottom by high-frequency radar is up to 55 cm,which meets the requirements of ballast bed detection.Compared with clean ballast bed,the values of the five indexes of fouled ballast bed are larger,and the five indexes could effectively show the condition of the ballast bed.The computational efficiency of amplitude envelope obtained by Hilbert transform is 140 s$km1,and the computational efficiency of other indexes is 5 s$km1.The amplitude envelopes obtained by Hilbert transform in the subgrade sections and tunnel sections are the most sensitive,followed by scanning area.The number of intersections with the time axis in the bridge sections was the most sensitive,followed by the scanning area.The scanning area can adapt to different substructures such as subgrade,bridges and tunnels,with high comprehensive sensitivity.Originality/value–The research can provide appropriate characteristic indexes from the high-frequency radar original signal to quantitatively evaluate ballast bed condition under different substructures.
基金funded by the Research Fund of Shanghai Bureau Group Corporation(2021142)Science Foundation of China State Railway Group Corporation Limited(P2021T013)and Science Foundation of China Academy of Railway Sciences Corporation Limited(2021YJ250).
文摘Purpose–This study aims to propose a vertical coupling dynamic analysis method of vehicle–track–substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track and vehicle caused by local fastener failure.Design/methodology/approach–The track and substructure are decomposed into the rail subsystem and substructure subsystem,in which the rail subsystem is composed of two layers of nodes corresponding to the upper rail and the lower fastener.The rail is treated as a continuous beam with elastic discrete point supports,and spring-damping elements are used to simulate the constraints between rail and fastener.Forced displacement and forced velocity are used to deal with the effect of the substructure on the rail system,while the external load is used to deal with the reverse effect.The fastener failure is simulated with the methods that cancel the forced vibration transmission,namely take no account of the substructure–rail interaction at that position.Findings–The dynamic characteristics of the infrastructure with local diseases can be accurately calculated by using the proposed method.Local fastener failure will slightly affect the vibration of substructure and carbody,but it will significantly intensify the vibration response between wheel and rail.The maximum vertical displacement and the maximum vertical vibration acceleration of rail is 2.94 times and 2.97 times the normal value,respectively,under the train speed of 350 km$h1.At the same time,the maximum wheel–rail force and wheel load reduction rate increase by 22.0 and 50.2%,respectively,from the normal value.Originality/value–This method can better reveal the local vibration conditions of the rail and easily simulate the influence of various defects on the dynamic response of the coupling system.
基金funded by the Key Project of Science&Technology Research ofChina Academy of Railway Sciences,grant number 2023YJ022.
文摘Detecting internal defects,particularly voids behind linings,is critical for ensuring the structural integrity of aging high-speed rail(HSR)tunnel networks.While ground-penetrating radar(GPR)is widely employed,systematic quantification of performance boundaries for air-coupled(A-CGPR)and ground-coupled(G-CGPR)systems within the complex electromagnetic environment of multilayer reinforced HSR tunnels remains limited.This study establishes physics-based quantitative performance limits for A-CGPR and G-CGPR through rigorously validated GPRMax finite-difference time-domain(FDTD)simulations and comprehensive field validation over a 300 m operational HSR tunnel section.Key performance metrics were quantified as functions of:(a)detection distance(A-CGPR:2.0–4.5 m;G-CGPR:≤0.1 m),(b)antenna frequency(A-CGPR:300 MHz;G-CGPR:400/900 MHz),(c)reinforcement configuration(unreinforced,single-layer,multilayer rebar),and(d)void geometry(axial length:0.1–1.0 m;radial depth:0.1–0.5 m).Key findings demonstrate:a.A-CGPR(300 MHz):Reliably detects axial voids≥0.3 m at distances≤3 m in minimally reinforced(single-layer rebar)linings(field R2=0.89).Performance degrades significantly at distances>3 m(>60%signal attenuation at 4.5 m)or under multilayer rebar interference,causing 25%–40%accuracy loss for voids<0.3 m.Optimal distance:2.0–2.5 m.b.G-CGPR(900 MHz):Achieves<5%size measurement error for axial voids≥0.1 m and radial voids≥0.2 m in unreinforced linings.Resolution degrades under multilayer reinforcement due to severe signal attenuation,increasing axial void detection error to 10%–20%for voids≥0.3 m and constraining radial size measurement.c.Synergistic Framework:A hybrid inspection protocol is proposed,integrating A-CGPR(20 km/h)for rapid large-area screening and targeted G-CGPR(3 km/h)for high-resolution verification of identified anomalies.This framework enhances NDT efficiency while reducing estimated lifecycle inspection costs by 34%compared to G-CGPR alone.This research provides the first physics-derived quantitative detection thresholds for A-CGPR and G-CGPR in multi-rebar HSR tunnels,validated through field-correlated simulations.Future work will focus on multi-frequency antenna arrays and deep learning algorithms to mitigate reinforcement interference.The established performance boundaries and hybrid framework offer critical guidance for optimizing tunnel lining inspection strategies in extensive HSR networks.
