PurposeThis study aims to analyze the factors, evaluation techniques of the durability of existing railway engineering.Design/methodology/approachChina has built a railway network of over 150,000 km. Ensuring the safety of the existing railway engineering is of great significance for maintaining normal railway operation order. However, railway engineering is a strip structure that crosses multiple complex environments. And railway engineering will withstand high-frequency impact loads from trains. The above factors have led to differences in the deterioration characteristics and maintenance strategies of railway engineering compared to conventional concrete structures. Therefore, it is very important to analyze the key factors that affect the durability of railway structures and propose technologies for durability evaluation.FindingsThe factors that affect the durability and reliability of railway engineering are mainly divided into three categories: material factors, environmental factors and load factors. Among them, material factors also include influencing factors, such as raw materials, mix proportions and so on. Environmental factors vary depending on the service environment of railway engineering, and the durability and deterioration of concrete have different failure mechanisms. Load factors include static load and train dynamic load. The on-site rapid detection methods for five common diseases in railway engineering are also proposed in this paper. These methods can quickly evaluate the durability of existing railway engineering concrete.Originality/valueThe research can provide some new evaluation techniques and methods for the durability of existing railway engineering.
{"title":"Durability evaluation for existing railway engineering: a review","authors":"Jiahe Wang, Huajian Li, Chengxian Ma, Chaoxun Cai, Zhonglai Yi, Jiaxuan Wang","doi":"10.1108/rs-11-2023-0044","DOIUrl":"https://doi.org/10.1108/rs-11-2023-0044","url":null,"abstract":"PurposeThis study aims to analyze the factors, evaluation techniques of the durability of existing railway engineering.Design/methodology/approachChina has built a railway network of over 150,000 km. Ensuring the safety of the existing railway engineering is of great significance for maintaining normal railway operation order. However, railway engineering is a strip structure that crosses multiple complex environments. And railway engineering will withstand high-frequency impact loads from trains. The above factors have led to differences in the deterioration characteristics and maintenance strategies of railway engineering compared to conventional concrete structures. Therefore, it is very important to analyze the key factors that affect the durability of railway structures and propose technologies for durability evaluation.FindingsThe factors that affect the durability and reliability of railway engineering are mainly divided into three categories: material factors, environmental factors and load factors. Among them, material factors also include influencing factors, such as raw materials, mix proportions and so on. Environmental factors vary depending on the service environment of railway engineering, and the durability and deterioration of concrete have different failure mechanisms. Load factors include static load and train dynamic load. The on-site rapid detection methods for five common diseases in railway engineering are also proposed in this paper. These methods can quickly evaluate the durability of existing railway engineering concrete.Originality/valueThe research can provide some new evaluation techniques and methods for the durability of existing railway engineering.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"39 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-12-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"138943742","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeThis research addresses the diverse characteristics of existing railway steel bridges in China, including variations in construction age, design standards, structural types, manufacturing processes, materials and service conditions. It also focuses on prominent defects and challenges related to heavy transportation conditions, particularly low live haul reserves and severe fatigue problems.Design/methodology/approachThe study encompasses three key aspects: (1) Adaptability assessment: It begins with assessing the suitability of existing railway steel bridges for heavy-haul operations through comprehensive analyses, experiments and engineering applications. (2) Strengthening: To combat frequent crack defects in the vertical stiffener end structure of girder webs, fatigue performance tests and reinforcement scheme experiments were conducted. These experiments included the development of a hot-spot stress S-N curve for this structure, validating the effectiveness of methods like crack stop holes, ultrasonic hammering and flange angle steel. (3) Service life extension: Research on the cruciform welded joint structure (non-fusion transfer type) focused on fatigue performance over the long life cycle. This led to the establishment of a fatigue S-N curve, enhancing Chinese design codes.FindingsThe research achieved several significant outcomes: (1) Successful implementation of strengthening and retrofitting measures on a 64-m single-span double-track railway steel truss girder on an existing heavy-duty line. (2) Post-reinforcement, a substantial 26% to 32% reduction in live haul stress on bridge members was achieved. (3) The strengthening and retrofitting efforts met design expectations, enabling the bridge to accommodate vehicles with a 30-ton axle haul on the railway line.Originality/valueThis research systematically tackles challenges and defects associated with Chinese existing railway steel bridges, providing valuable insights into adaptability assessment, strengthening techniques and service life extension methods. Furthermore, the development of fatigue S-N curves and the successful implementation of bridge enhancements have practical implications for improving the resilience and operational capacity of railway steel bridges in China.
{"title":"Research on heavy-haul adaptive technology and strengthening measures for existing railway steel bridge","authors":"Xiaochen Ju","doi":"10.1108/rs-10-2023-0035","DOIUrl":"https://doi.org/10.1108/rs-10-2023-0035","url":null,"abstract":"PurposeThis research addresses the diverse characteristics of existing railway steel bridges in China, including variations in construction age, design standards, structural types, manufacturing processes, materials and service conditions. It also focuses on prominent defects and challenges related to heavy transportation conditions, particularly low live haul reserves and severe fatigue problems.Design/methodology/approachThe study encompasses three key aspects: (1) Adaptability assessment: It begins with assessing the suitability of existing railway steel bridges for heavy-haul operations through comprehensive analyses, experiments and engineering applications. (2) Strengthening: To combat frequent crack defects in the vertical stiffener end structure of girder webs, fatigue performance tests and reinforcement scheme experiments were conducted. These experiments included the development of a hot-spot stress S-N curve for this structure, validating the effectiveness of methods like crack stop holes, ultrasonic hammering and flange angle steel. (3) Service life extension: Research on the cruciform welded joint structure (non-fusion transfer type) focused on fatigue performance over the long life cycle. This led to the establishment of a fatigue S-N curve, enhancing Chinese design codes.FindingsThe research achieved several significant outcomes: (1) Successful implementation of strengthening and retrofitting measures on a 64-m single-span double-track railway steel truss girder on an existing heavy-duty line. (2) Post-reinforcement, a substantial 26% to 32% reduction in live haul stress on bridge members was achieved. (3) The strengthening and retrofitting efforts met design expectations, enabling the bridge to accommodate vehicles with a 30-ton axle haul on the railway line.Originality/valueThis research systematically tackles challenges and defects associated with Chinese existing railway steel bridges, providing valuable insights into adaptability assessment, strengthening techniques and service life extension methods. Furthermore, the development of fatigue S-N curves and the successful implementation of bridge enhancements have practical implications for improving the resilience and operational capacity of railway steel bridges in China.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"24 ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139243760","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeFacing the diverse needs of large-scale customers, based on available railway service resources and service capabilities, this paper aims to research the design method of railway freight service portfolio, select optimal service solutions and provide customers with comprehensive and customized freight services.Design/methodology/approachBased on the characteristics of railway freight services throughout the entire process, the service system is decomposed into independent units of service functions, and a railway freight service combination model is constructed with the goal of minimizing response time, service cost and service time. A model solving algorithm based on adaptive genetic algorithm is proposed.FindingsUsing the computational model, an empirical analysis was conducted on the entire process freight service plan for starch sold from Xi'an to Chengdu as an example. The results showed that the proposed optimization model and algorithm can effectively guide the design of freight plans and provide technical support for real-time response to customers' diversified entire process freight service needs.Originality/valueWith the continuous optimization and upgrading of railway freight source structure, customer demands are becoming increasingly diverse and personalized. Studying and designing a reasonable railway freight service plan throughout the entire process is of great significance for timely response to customer needs, improving service efficiency and reducing design costs.
{"title":"Research on design methodology for railway freight service combination plans to meet diverse demands","authors":"Yao Wang","doi":"10.1108/rs-10-2023-0039","DOIUrl":"https://doi.org/10.1108/rs-10-2023-0039","url":null,"abstract":"PurposeFacing the diverse needs of large-scale customers, based on available railway service resources and service capabilities, this paper aims to research the design method of railway freight service portfolio, select optimal service solutions and provide customers with comprehensive and customized freight services.Design/methodology/approachBased on the characteristics of railway freight services throughout the entire process, the service system is decomposed into independent units of service functions, and a railway freight service combination model is constructed with the goal of minimizing response time, service cost and service time. A model solving algorithm based on adaptive genetic algorithm is proposed.FindingsUsing the computational model, an empirical analysis was conducted on the entire process freight service plan for starch sold from Xi'an to Chengdu as an example. The results showed that the proposed optimization model and algorithm can effectively guide the design of freight plans and provide technical support for real-time response to customers' diversified entire process freight service needs.Originality/valueWith the continuous optimization and upgrading of railway freight source structure, customer demands are becoming increasingly diverse and personalized. Studying and designing a reasonable railway freight service plan throughout the entire process is of great significance for timely response to customer needs, improving service efficiency and reducing design costs.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"91 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139252668","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeIn recent years, railway systems worldwide have faced challenges such as the modernization of engineering projects, efficient management of intelligent digital railway equipment, rapid growth in passenger and freight transport demands, customized transport services and ubiquitous transport safety. The transformation toward intelligent digital transformation in railways has emerged as an effective response to the formidable challenges confronting the railway industry, thereby becoming an inevitable global trend in railway development.Design/methodology/approachThis paper, therefore, conducts a comprehensive analysis of the current state of global railway intelligent digital transformation, focusing on the characteristics and applications of intelligent digital transformation technology. It summarizes and analyzes relevant technologies and applicable scenarios in the realm of railway intelligent digital transformation, theoretically elucidating the development process of global railway intelligent digital transformation and, in practice, providing guidance and empirical examples for railway intelligence and digital transformation.FindingsDigital and intelligent technologies follow a wave-like pattern of continuous iterative evolution, progressing from the early stages, to a period of increasing attention and popularity, then to a phase of declining interest, followed by a resurgence and ultimately reaching a mature stage.Originality/valueThe results offer reference and guidance to fully leverage the opportunities presented by the latest wave of the digitalization revolution, accelerate the overall upgrade of the railway industry and promote global collaborative development in railway intelligent digital transformation.
{"title":"Current state and predicted technological trends in global railway intelligent digital transformation","authors":"Ping Li, Rui Xue, Sai Shao, Yuhao Zhu, Yi Liu","doi":"10.1108/rs-10-2023-0036","DOIUrl":"https://doi.org/10.1108/rs-10-2023-0036","url":null,"abstract":"PurposeIn recent years, railway systems worldwide have faced challenges such as the modernization of engineering projects, efficient management of intelligent digital railway equipment, rapid growth in passenger and freight transport demands, customized transport services and ubiquitous transport safety. The transformation toward intelligent digital transformation in railways has emerged as an effective response to the formidable challenges confronting the railway industry, thereby becoming an inevitable global trend in railway development.Design/methodology/approachThis paper, therefore, conducts a comprehensive analysis of the current state of global railway intelligent digital transformation, focusing on the characteristics and applications of intelligent digital transformation technology. It summarizes and analyzes relevant technologies and applicable scenarios in the realm of railway intelligent digital transformation, theoretically elucidating the development process of global railway intelligent digital transformation and, in practice, providing guidance and empirical examples for railway intelligence and digital transformation.FindingsDigital and intelligent technologies follow a wave-like pattern of continuous iterative evolution, progressing from the early stages, to a period of increasing attention and popularity, then to a phase of declining interest, followed by a resurgence and ultimately reaching a mature stage.Originality/valueThe results offer reference and guidance to fully leverage the opportunities presented by the latest wave of the digitalization revolution, accelerate the overall upgrade of the railway industry and promote global collaborative development in railway intelligent digital transformation.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"14 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139252504","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeThis study aims to introduce the achievements and benefits of applying wheel/rail-force–based maintenance interval extension of the C80 series wagon in China.Design/methodology/approachChinese wagons' existing maintenance strategy had left a certain safety margin for the characteristics of widely running range, unstable service environment and submission to transportation organization requirements. To reduce maintenance costs, China railway (CR) has attempted to extend the maintenance interval since 2020. The maintenance cycle of C80 series heavy haul wagons is extended by three months (no stable routing) or 50,000 km (regular routing). However, in the meantime, the alarming rate of the running state, a key index to reflect the severe degree of hunting stability, by the train performance detection system (TPDS) for the C80 series heavy haul wagons has increased significantly.FindingsThe present paper addresses a big data statistical way to evaluate the risk of allowing the C80 series heavy haul wagons to remain in operation longer than stipulated by the maintenance interval initial set. Through the maintenance and wayside-detector data, which is divided into three stages, the extension period (three months), the current maintenance period and the previous maintenance period, this method reveals the alarming rate of hunting was correlated with maintenance interval. The maintainability of wagons will be achieved by utilizing wagon performance degradation modeling with the state of the wheelset and the often-contact side bearing. This paper also proposes a statistical model to return to the average safety level of the previous maintenance period's baseline through correct alarming thresholds for unplanned corrective maintenance.Originality/valueThe paper proposes an approach to reduce safety risk due to maintenance interval extension by effective maintenance program. The results are expected to help the railway company make the optimal solution to balance safety and the economy.
{"title":"Wheel/rail-force–based maintenance interval extension of the C80 series wagon","authors":"Qi Xiao, Weidong Yu, Guangrong Tian, Fangxuan Li","doi":"10.1108/rs-10-2023-0032","DOIUrl":"https://doi.org/10.1108/rs-10-2023-0032","url":null,"abstract":"PurposeThis study aims to introduce the achievements and benefits of applying wheel/rail-force–based maintenance interval extension of the C80 series wagon in China.Design/methodology/approachChinese wagons' existing maintenance strategy had left a certain safety margin for the characteristics of widely running range, unstable service environment and submission to transportation organization requirements. To reduce maintenance costs, China railway (CR) has attempted to extend the maintenance interval since 2020. The maintenance cycle of C80 series heavy haul wagons is extended by three months (no stable routing) or 50,000 km (regular routing). However, in the meantime, the alarming rate of the running state, a key index to reflect the severe degree of hunting stability, by the train performance detection system (TPDS) for the C80 series heavy haul wagons has increased significantly.FindingsThe present paper addresses a big data statistical way to evaluate the risk of allowing the C80 series heavy haul wagons to remain in operation longer than stipulated by the maintenance interval initial set. Through the maintenance and wayside-detector data, which is divided into three stages, the extension period (three months), the current maintenance period and the previous maintenance period, this method reveals the alarming rate of hunting was correlated with maintenance interval. The maintainability of wagons will be achieved by utilizing wagon performance degradation modeling with the state of the wheelset and the often-contact side bearing. This paper also proposes a statistical model to return to the average safety level of the previous maintenance period's baseline through correct alarming thresholds for unplanned corrective maintenance.Originality/valueThe paper proposes an approach to reduce safety risk due to maintenance interval extension by effective maintenance program. The results are expected to help the railway company make the optimal solution to balance safety and the economy.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139264914","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeThe brake controller is a key component of the locomotive brake system. It is essential to study its safety.Design/methodology/approachThis paper summarizes and analyzes typical faults of the brake controller, and proposes four categories of faults: position sensor faults, microswitch faults, mechanical faults and communication faults. Suggestions and methods for improving the safety of the brake controller are also presented.FindingsIn this paper, a self-judgment and self-learning dynamic calibration method is proposed, which integrates the linear error of the sensor and the manufacturing and assembly errors of the brake controller to solve the output drift. This paper also proposes a logic for diagnosing and handling microswitch faults. Suggestions are proposed for other faults of brake controller.Originality/valueThe methods proposed in this paper can greatly improve the usability of the brake controller and reduce the failure rate.
{"title":"Typical faults and safety analysis of brake controller for AC locomotive","authors":"Yujie Ren, Hai Chi","doi":"10.1108/rs-10-2023-0029","DOIUrl":"https://doi.org/10.1108/rs-10-2023-0029","url":null,"abstract":"PurposeThe brake controller is a key component of the locomotive brake system. It is essential to study its safety.Design/methodology/approachThis paper summarizes and analyzes typical faults of the brake controller, and proposes four categories of faults: position sensor faults, microswitch faults, mechanical faults and communication faults. Suggestions and methods for improving the safety of the brake controller are also presented.FindingsIn this paper, a self-judgment and self-learning dynamic calibration method is proposed, which integrates the linear error of the sensor and the manufacturing and assembly errors of the brake controller to solve the output drift. This paper also proposes a logic for diagnosing and handling microswitch faults. Suggestions are proposed for other faults of brake controller.Originality/valueThe methods proposed in this paper can greatly improve the usability of the brake controller and reduce the failure rate.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"28 4","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-11-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139265439","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
PurposeThe study aims to provide a basis for the effective use of safety-related information data and a quantitative assessment way for the occurrence probability of the safety risk such as the fatigue fracture of the key components.Design/methodology/approachThe fatigue crack growth rate is of dispersion, which is often used to accurately describe with probability density. In view of the external dispersion caused by the load, a simple and applicable probability expression of fatigue crack growth rate is adopted based on the fatigue growth theory. Considering the isolation among the pairs of crack length a and crack formation time t (a∼t data) obtained from same kind of structural parts, a statistical analysis approach of t distribution is proposed, which divides the crack length in several segments. Furthermore, according to the compatibility criterion of crack growth, that is, there is statistical development correspondence among a∼t data, the probability model of crack growth rate is established.FindingsThe results show that the crack growth rate in the stable growth stage can be approximately expressed by the crack growth control curve da/dt = Q•a, and the probability density of the crack growth parameter Q represents the external dispersion; t follows two-parameter Weibull distribution in certain a values.Originality/valueThe probability density f(Q) can be estimated by using the probability model of crack growth rate, and a calculation example shows that the estimation method is effective and practical.
目的研究旨在为安全相关信息数据的有效利用提供依据，为关键部件疲劳断裂等安全风险的发生概率提供定量评估方法。设计/方法/方法疲劳裂纹扩展速率具有弥散性，通常用概率密度来精确描述。考虑到载荷引起的外扩散，基于疲劳扩展理论，采用了一种简单适用的疲劳裂纹扩展速率概率表达式。考虑到同一类结构件裂纹长度a和裂纹形成时间t (a ~ t数据)对之间的隔离性，提出了一种将裂纹长度分成几段的t分布统计分析方法。进一步，根据裂纹扩展的相容性判据，即a ~ t数据之间存在统计发展对应关系，建立裂纹扩展速率的概率模型。结果表明:裂纹稳定扩展阶段的裂纹扩展速率可以用裂纹扩展控制曲线da/dt = Q•a近似表示，裂纹扩展参数Q的概率密度代表外部弥散;t在一定a值下服从双参数威布尔分布。利用裂纹扩展速率的概率模型可以估计出概率密度f(Q)，算例表明了该估计方法的有效性和实用性。
{"title":"Probability estimation method for fatigue crack growth rate based on a ∼ t data from service","authors":"Niansheng Xi, Hongmin Xu","doi":"10.1108/rs-04-2023-0021","DOIUrl":"https://doi.org/10.1108/rs-04-2023-0021","url":null,"abstract":"PurposeThe study aims to provide a basis for the effective use of safety-related information data and a quantitative assessment way for the occurrence probability of the safety risk such as the fatigue fracture of the key components.Design/methodology/approachThe fatigue crack growth rate is of dispersion, which is often used to accurately describe with probability density. In view of the external dispersion caused by the load, a simple and applicable probability expression of fatigue crack growth rate is adopted based on the fatigue growth theory. Considering the isolation among the pairs of crack length a and crack formation time t (a∼t data) obtained from same kind of structural parts, a statistical analysis approach of t distribution is proposed, which divides the crack length in several segments. Furthermore, according to the compatibility criterion of crack growth, that is, there is statistical development correspondence among a∼t data, the probability model of crack growth rate is established.FindingsThe results show that the crack growth rate in the stable growth stage can be approximately expressed by the crack growth control curve da/dt = Q•a, and the probability density of the crack growth parameter Q represents the external dispersion; t follows two-parameter Weibull distribution in certain a values.Originality/valueThe probability density f(Q) can be estimated by using the probability model of crack growth rate, and a calculation example shows that the estimation method is effective and practical.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"40 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115585753","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Jie Zhang, Yu-wei Wu, Jian-yong Gao, G. Gao, Zhi-gang Yang
Purpose This study aims to explore the formation mechanism of aerodynamic noise of a high-speed maglev train and understand the characteristics of dipole and quadrupole sound sources of the maglev train at different speed levels.Design/methodology/approach Based on large eddy simulation (LES) method and Kirchhoff–Ffowcs Williams and Hawkings (K-FWH) equations, the characteristics of dipole and quadrupole sound sources of maglev trains at different speed levels were simulated and analyzed by constructing reasonable penetrable integral surface.Findings The spatial disturbance resulting from the separation of the boundary layer in the streamlined area of the tail car is the source of aerodynamic sound of the maglev train. The dipole sources of the train are mainly distributed around the radio terminals of the head and tail cars of the maglev train, the bottom of the arms of the streamlined parts of the head and tail cars and the nose tip area of the streamlined part of the tail car, and the quadrupole sources are mainly distributed in the wake area. When the train runs at three speed levels of 400, 500 and 600 km·h−1, respectively, the radiated energy of quadrupole source is 62.4%, 63.3% and 71.7%, respectively, which exceeds that of dipole sources.Originality/value This study can help understand the aerodynamic noise characteristics generated by the high-speed maglev train and provide a reference for the optimization design of its aerodynamic shape.
本研究旨在探讨高速磁悬浮列车气动噪声的形成机理，了解不同速度水平下磁悬浮列车偶极声源和四极声源的特点。基于大涡模拟(LES)方法和Kirchhoff-Ffowcs Williams and hawkins (K-FWH)方程，通过构建合理的可穿透积分面，模拟分析了不同速度水平下磁悬浮列车偶极声源和四极声源的特性。发现尾车流线型区域边界层分离引起的空间扰动是磁悬浮列车气动声的主要来源。列车的偶极源主要分布在磁浮列车头尾车厢的无线电终端周围、头尾车厢流线型部分的臂部底部和尾车厢流线型部分的鼻尖区域，四极源主要分布在尾迹区域。当列车运行速度分别为400、500和600 km·h−1时，四极源的辐射能量分别为62.4%、63.3%和71.7%，均超过偶极源。本研究有助于了解高速磁悬浮列车产生的气动噪声特性，为其气动外形的优化设计提供参考。
{"title":"A study on aerodynamic noise characteristics of a high-speed maglev train with a speed of 600 km/h","authors":"Jie Zhang, Yu-wei Wu, Jian-yong Gao, G. Gao, Zhi-gang Yang","doi":"10.1108/rs-04-2023-0019","DOIUrl":"https://doi.org/10.1108/rs-04-2023-0019","url":null,"abstract":"Purpose This study aims to explore the formation mechanism of aerodynamic noise of a high-speed maglev train and understand the characteristics of dipole and quadrupole sound sources of the maglev train at different speed levels.Design/methodology/approach Based on large eddy simulation (LES) method and Kirchhoff–Ffowcs Williams and Hawkings (K-FWH) equations, the characteristics of dipole and quadrupole sound sources of maglev trains at different speed levels were simulated and analyzed by constructing reasonable penetrable integral surface.Findings The spatial disturbance resulting from the separation of the boundary layer in the streamlined area of the tail car is the source of aerodynamic sound of the maglev train. The dipole sources of the train are mainly distributed around the radio terminals of the head and tail cars of the maglev train, the bottom of the arms of the streamlined parts of the head and tail cars and the nose tip area of the streamlined part of the tail car, and the quadrupole sources are mainly distributed in the wake area. When the train runs at three speed levels of 400, 500 and 600 km·h−1, respectively, the radiated energy of quadrupole source is 62.4%, 63.3% and 71.7%, respectively, which exceeds that of dipole sources.Originality/value This study can help understand the aerodynamic noise characteristics generated by the high-speed maglev train and provide a reference for the optimization design of its aerodynamic shape.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131144649","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pu Wang, Shuguo Wang, Jing Ge, Daolin Si, Dongsheng Yang
PurposeIt is quite universal for high-speed turnouts to be exposed to the wear of the stock rail of the switch rail during the service process. The wear will cause the change of railhead profile and the relative positions of the switch rail and the stock rail, which will directly affect the wheel–rail contact state and wheel load transition when a train passes the turnout and will further impose serious impacts on the safety and stability of train operation. The purpose of this paper is to provide suggestions for wear management of high-speed turnout.Design/methodology/approachThe actual wear characteristics of switch rails of high-speed turnouts in different guiding directions were studied based on the monitoring results on site; the authorized wear limits for the switch rails of high-speed turnout were studied through derailment risk analysis and switch rail strength analysis.FindingsThe results show that: the major factor for the service life of a curved switch rail is the lateral wear. The wear characteristics of the curved switch rail of a facing turnout are significantly different from those of a trailing turnout. To be specific, the lateral wear of the curved switch rail mainly occurs in the narrower section at its front end for a trailing turnout, but in the wider section at its rear end when for a facing turnout. The maximum lateral wear of a dismounted switch rail from a trailing turnout is found on the 15-mm wide section and is 3.9 mm, which does not reach the specified limit of 6 mm. For comparison, the lateral wear of a dismounted switch rail from a facing turnout is found from the 35-mm wide section to the full-width section and is greater than 7.5 mm, which exceeds the specified limit. Based on this, in addition to meeting the requirements of maintenance rules, the allowed wear of switch rails of high-speed turnout shall be so that the dangerous area with a tangent angle of wheel profile smaller than 43.6° will not contact the switch rail when the wheel is lifted by 2 mm. Accordingly, the lateral wear limit at the 5-mm wide section of the curved switch rail shall be reduced from 6 mm (as specified) to 3.5 mm.Originality/valueThe work in this paper is of reference significance to the research on the development law of rail wear in high-speed turnout area and the formulation of relevant standards.
{"title":"Study on wear characteristics and authorized limits of switch rails of high-speed turnout","authors":"Pu Wang, Shuguo Wang, Jing Ge, Daolin Si, Dongsheng Yang","doi":"10.1108/rs-03-2023-0014","DOIUrl":"https://doi.org/10.1108/rs-03-2023-0014","url":null,"abstract":"PurposeIt is quite universal for high-speed turnouts to be exposed to the wear of the stock rail of the switch rail during the service process. The wear will cause the change of railhead profile and the relative positions of the switch rail and the stock rail, which will directly affect the wheel–rail contact state and wheel load transition when a train passes the turnout and will further impose serious impacts on the safety and stability of train operation. The purpose of this paper is to provide suggestions for wear management of high-speed turnout.Design/methodology/approachThe actual wear characteristics of switch rails of high-speed turnouts in different guiding directions were studied based on the monitoring results on site; the authorized wear limits for the switch rails of high-speed turnout were studied through derailment risk analysis and switch rail strength analysis.FindingsThe results show that: the major factor for the service life of a curved switch rail is the lateral wear. The wear characteristics of the curved switch rail of a facing turnout are significantly different from those of a trailing turnout. To be specific, the lateral wear of the curved switch rail mainly occurs in the narrower section at its front end for a trailing turnout, but in the wider section at its rear end when for a facing turnout. The maximum lateral wear of a dismounted switch rail from a trailing turnout is found on the 15-mm wide section and is 3.9 mm, which does not reach the specified limit of 6 mm. For comparison, the lateral wear of a dismounted switch rail from a facing turnout is found from the 35-mm wide section to the full-width section and is greater than 7.5 mm, which exceeds the specified limit. Based on this, in addition to meeting the requirements of maintenance rules, the allowed wear of switch rails of high-speed turnout shall be so that the dangerous area with a tangent angle of wheel profile smaller than 43.6° will not contact the switch rail when the wheel is lifted by 2 mm. Accordingly, the lateral wear limit at the 5-mm wide section of the curved switch rail shall be reduced from 6 mm (as specified) to 3.5 mm.Originality/valueThe work in this paper is of reference significance to the research on the development law of rail wear in high-speed turnout area and the formulation of relevant standards.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123909479","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Fang Wen, Yun Bai, Xin Zhang, Yao Chen, Ninghai Li
PurposeThis study aims to improve the passenger accessibility of passenger demands in the end-of-operation period.Design/methodology/approachA mixed integer nonlinear programming model for last train timetable optimization of the metro was proposed considering the constraints such as the maximum headway, the minimum headway and the latest end-of-operation time. The objective of the model is to maximize the number of reachable passengers in the end-of-operation period. A solution method based on a preset train service is proposed, which significantly reduces the variables of deciding train services in the original model and reformulates it into a mixed integer linear programming model.FindingsThe results of the case study of Wuhan Metro show that the solution method can obtain high-quality solutions in a shorter time; and the shorter the time interval of passenger flow data, the more obvious the advantage of solution speed; after optimization, the number of passengers reaching the destination among the passengers who need to take the last train during the end-of-operation period can be increased by 10%.Originality/valueExisting research results only consider the passengers who take the last train. Compared with previous research, considering the overall passenger demand during the end-of-operation period can make more passengers arrive at their destination. Appropriately delaying the end-of-operation time can increase the proportion of passengers who can reach the destination in the metro network, but due to the decrease in passenger demand, postponing the end-of-operation time has a bottleneck in increasing the proportion of passengers who can reach the destination.
{"title":"Last train timetable optimization for metro network to maximize the passenger accessibility over the end-of-service period","authors":"Fang Wen, Yun Bai, Xin Zhang, Yao Chen, Ninghai Li","doi":"10.1108/rs-03-2023-0012","DOIUrl":"https://doi.org/10.1108/rs-03-2023-0012","url":null,"abstract":"PurposeThis study aims to improve the passenger accessibility of passenger demands in the end-of-operation period.Design/methodology/approachA mixed integer nonlinear programming model for last train timetable optimization of the metro was proposed considering the constraints such as the maximum headway, the minimum headway and the latest end-of-operation time. The objective of the model is to maximize the number of reachable passengers in the end-of-operation period. A solution method based on a preset train service is proposed, which significantly reduces the variables of deciding train services in the original model and reformulates it into a mixed integer linear programming model.FindingsThe results of the case study of Wuhan Metro show that the solution method can obtain high-quality solutions in a shorter time; and the shorter the time interval of passenger flow data, the more obvious the advantage of solution speed; after optimization, the number of passengers reaching the destination among the passengers who need to take the last train during the end-of-operation period can be increased by 10%.Originality/valueExisting research results only consider the passengers who take the last train. Compared with previous research, considering the overall passenger demand during the end-of-operation period can make more passengers arrive at their destination. Appropriately delaying the end-of-operation time can increase the proportion of passengers who can reach the destination in the metro network, but due to the decrease in passenger demand, postponing the end-of-operation time has a bottleneck in increasing the proportion of passengers who can reach the destination.","PeriodicalId":369838,"journal":{"name":"Railway Sciences","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-06-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129128424","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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