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1

Research on Online Condition monitoring for Complex System based on Modified Broad Learning Systems

Wang Chong, Liu Jie

Eksploatacja i Niezawodność

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2024

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Vol. 26, no. 2

art. no. 183600

EN

Complex systems contain numerous interacting components, thus deep learning methods with powerful performance and complex structure are often used to achieve condition monitoring. However, the deep learning methods are always too time-consuming and hardware-demanding to be loaded into complex systems for online training and updates. To achieve accurate and timely monitoring of complex system state, based on broad learning system (BLS), an online condition monitoring method is proposed in this paper. GeneralBLSs are based on a randomly generated hidden-layer, usually perform poorly in high-dimensional data classification tasks. In this work, based on correlation and causality, two modified BLSs are proposed and mixed to establish the online monitoring system. Specifically, logistic regression (LR) and structural causal model (SCM) are considered to form rough predictions of the system state, thus to replace the randomly generated ones with no practical significance. The effectiveness of the proposed online monitoring method is verified by both simulation data and real data.

2

Research on speed control of high speed trains based on hybrid modeling

Hou Tao, Tang Li., Niu Hong-xia, Zhao Tingyang

Archives of Transport

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2023

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Vol. 66, iss. 2

77--82

EN

With the continuous improvement of train speed, the automatic driving of trains instead of driver driving has become the development direction of rail transit in order to realize traffic automation. The application of single modeling methods for speed control in the automatic operation of high-speed trains lacks exploration of the combination of train operation data information and physical model, resulting in low system modeling accuracy, which impacts the effectiveness of speed control and the operation of high-speed trains. To further increase the dynamic modeling accuracy of high-speed train operation and the high-speed train's speed control effect, a high-speed train speed control method based on hybrid modeling of mechanism and data drive is put forward. Firstly, a model of the high-speed train's mechanism was created by analyzing the train's dynamics. Secondly, the improved kernel-principal component regression algorithm was used to create a data-driven model using the actual operation data of the CRH3 (China Railway High-speed 3) high-speed train from Huashan North Railway Station to Xi'an North Railway Station of "Zhengxi High-speed Railway," completing the mechanism model compensation and the error correction of the speed of the actual operation process of the high-speed train, and realizing the hybrid modeling of mechanism and data-driven. Finally, the prediction Fuzzy PID control algorithm was developed based on the natural line and train characteristics to complete the train speed control simulation under the hybrid model and the mechanism model, respectively. In addition, analysis and comparison analysis were conducted. The results indicate that, compared to the high-speed train speed control based on the mechanism model, the high-speed train speed control based on hybrid modeling is more accurate, with an average speed control error reduced by 69.42%. This can effectively reduce the speed control error, improve the speed control effect and operation efficiency, and demonstrate the efficacy of the hybrid modeling and algorithm. The research results can provide a new ideal of multi-model fusion modeling for the dynamic modeling of high-speed train operation, further improve control objectives such as safety, comfort, and efficiency of high-speed train operation, and provide a reference for automatic driving and intelligent driving of high-speed trains.

3

Influence of the primary components of the high-speed train on fire heat release rate

Zhou Yuanlong, Bi Haiquan, Wang Honglin

Archives of Thermodynamics

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2023

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Vol. 44, no 1

37--61

EN

A numerical model of the high-speed train carriage fire is established in this study. The influence of ceilings, sidewalls, luggage racks, seats, and floors on the heat release rate (HRR) of the high-speed train is studied by numerical methods. The results indicate that the heat release rate per unit area (HRRPUA) of ceiling and seat material dramatically influences the peak HRR and the time to peak HRR of train carriage fire. When the peak HRRPUA of interior ceiling material 1 decreases from 326 to 110 kW/m2 , the peak HRR of the high-speed train fire decreases from 36.4 to 16.5 MW, with a reduction ratio of 54.7%. When seat materials with low HRRPUA are used, the peak HRR reduction ratio is 44.8%. The HRRPUA of the sidewall, luggage rack, and floor materials has little effect on the peak HRR of the carriage fire. However, the non-combustible luggage rack can delay the time when the HRR reaches its peak.

4

Research on reliability allocation strategy for gear transmission system of high-speed train

Ai Yibo, Cui Peng, Li Yuanyuan, Zhang Weidong

Eksploatacja i Niezawodność

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2022

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Vol. 24, no. 3

574--582

EN

High-speed train industry is in the stage of rapid development, and the reliability allocation strategy is helpful to improve the reliability of the system and reduce the economic cost of components. In this paper, the reliability allocation of gearbox transmission system of highspeed train is studied. Combining AGREE allocation method and reliability allocation method based on cost function, the reliability allocation of high-speed train gear transmission system is carried out. Considering the quantity, importance, cost and complexity of various parts of high-speed train gear transmission system, the feasibility factor of improving reliability based on the cost function allocation method was improved to acquire the improved cost function, and the reliability optimization allocation model based on the improved cost function was established. Compared with AGREE allocation method and the traditional allocation method based on cost function, the improved optimization allocation strategy proposed in this paper is more suitable for high-speed train gear transmission system.

5

Integrated operation and maintenance optimization for high-speed train fleets considering passenger flow

Liu Jiankun, Jiang Zuhua, Zhou Hongming

Eksploatacja i Niezawodność

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2022

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Vol. 24, no. 2

297--305

EN

A joint optimization model of maintenance and operation of high-speed train fleets is established with the optimization objective of minimizing the total costs, considering dynamic passenger flow and maintenance resources. A new maintenance strategy CCPM (Coordinating Conflicts Preventive Maintenance) is proposed to optimize the problem. The effectiveness of the model and the strategy are verified by numerical examples. The comparison between the strategy in the paper and the existing approach proves that the new strategy is more effective and shows the importance of considering dynamic passenger flow. The model and the strategy provide decision support for the actual high-speed trains operation and maintenance program. This study also offers new ideas to the subsequent research on preventive maintenance of high-speed trains.

6

Dynamic characteristics of underframe semi-active inerter-based suspended device for high-speed train based on LQR control

Wang Yong, Li Hao-Xuan, Meng Hao-Dong, Wang Yang

Bulletin of the Polish Academy of Sciences. Technical Sciences

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2022

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Vol. 70, nr 4

art. no. e141722

EN

The underframe passive inerter-based suspended device, based on the inerter-spring-damper vibration attenuation structure, could improve the dynamic performance of the train body, but its parameters are fixed and cannot meet the dynamic performance requirements under different operating conditions. Therefore, a semi-active inerter-based suspended device based on the linear quadratic regulator (LQR) control strategy is proposed to further enhance the dynamic performance. The rigid-flexible coupling vertical dynamic model of the train body and an underframe semi-active inerter-based suspended device are established. The structural parameters of the semi-active inerter-based suspended device are adjusted using LQR control strategy. Dynamic response of the system is obtained using the virtual excitation method. The dynamic characteristic of the system is evaluated using the Sperling index and compared with those of the passive and semi-active traditional suspended devices as well as the passive inerter-based suspended devices. The vertical vibration acceleration of the train body and Sperling index using the semi-active inerter-based suspended device is the smallest among the four suspended devices, which denotes the advantages of using the inerter and LQR control strategy. The semi-active inerter-based suspended device could decrease the vertical vibration acceleration of the train body and further suppress its elastic vibration in the lower frequency band, more effectively than the other three suspended devices. Overall, the semi-active inerter-based suspended device could significantly reduce elastic vibration of the train body and improve its dynamical performance.

7

Research on speed control of high-speed train based on multi-point model

Hou Tao, Guo Yang-yang, Niu Hong-xia

Archives of Transport

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2019

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Vol. 50, iss. 2

35--46

EN

The traditional train speed control research regards the train as a particle, ignoring the length of the train and the interaction force between carriages. Although this method is simple, the control error is large for high-speed trains with the characteristics of power dispersion. Moreover, in the control process, if the length of the train is not considered, when the train passes the slope point or the curvature point, the speed will jump due to the change of the line, causing a large control error and reducing comfort. In order to improve the accuracy of high-speed train speed control and solve the problem of speed jump when the train runs through variable slope and curvature, the paper takes CRH3 EMU data as an example to establish the corresponding multi-point train dynamics model. In the control method, the speed control of high-speed train needs to meet the fast requirement. Comparing the merits and demerits of classical PID control, fuzzy control and fuzzy adaptive PID control in tracking the ideal running curve of high-speed train, this paper chooses the fuzzy adaptive PID control with fast response. Considering that predictive control can predict future output, a predictive fuzzy adaptive PID controller is designed, which is suitable for high-speed train model based on multi-point. The simulation results show that the multi-point model of the high-speed train can solve the speed jump problem of the train when passing through the special lines, and the predictive fuzzy adaptive PID controller can control the speed of the train with multi-point model, so that the train can run at the desired speed, meeting the requirements of fast response and high control accuracy.

8

Prediction and validation for the aerodynamic noise of high-speed train power car

Jiang S., Yang S., Wu D., Wen B-Ch.

Transport Problems

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2018

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T. 13, z. 2

91--102

EN

The aerodynamic noise of high-speed train power car was investigated in this article. The full-scale power car was first modeled, and the external steady flow field was computed by a realizable k-ε turbulence model. The aerodynamic noise sources of the power car surface and the external transient flow field were then calculated by broadband noise source model and large eddy simulation (LES) model, respectively. The static pressures on the train surface were obtained from the results of the transient model. Considering the transient flow field, the far-field aerodynamic noise generated by the power car was finally derived from Lighthill-Curle theory. It was validated by means of on-line tests that have been performed along a real high-speed railway line. Through comparisons between simulations and measurements, it is shown that the simulation model gives reliable aerodynamic noise predictions. We foresee numerous applications for modeling and control of the aerodynamic noise in high-speed train.

9

Drgania sieci trakcyjnej spowodowane przejazdem pociągu dużych prędkości przez nierówność progową toru kolejowego

Bryja D., Popiołek A.

Przegląd Komunikacyjny

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2018

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R. 73, nr 6

7--12

PL

W pracy przedstawiono metodykę symulacji drgań kolejowej sieci trakcyjnej, spowodowanych przejazdem pociągu przez nierówność progową toru. W koncepcji algorytmu symulacyjnego uwzględniono interakcję dynamiczną pomiędzy pantografami i górną siecią jezdną oraz nieliniowość wynikającą ze specyfiki pracy linek wieszakowych, które nie przenoszą ściskania - przenoszą tylko siły rozciągające. Uwzględniono także sprzężenie drgań toru i pojazdów szynowych. Zgodnie z fizyką zjawiska nie uwzględniono natomiast wpływu drgań sieci trakcyjnej przenoszonych przez pantografy na pojazd kolejowy, co pozwoliło podzielić algorytm symulacyjny na dwa etapy i opracować dwa programy komputerowe o ustalonej hierarchii działania. W pierwszym etapie symulacji wyznaczane są przebiegi czasowe drgań i prędkości drgań tych członów pociągu, na których zamontowane są pantografy. W drugim etapie, wyznaczone wcześniej przebiegi stanowią dane wejściowe a obliczane są charakterystyki drgań sieci trakcyjnej i przebieg zmian w czasie siły kontaktowej między pantografem i przewodem jezdnym. W pracy przedstawiono przykłady symulacji drgań pojazdu szynowego obserwowanych w czasie rzeczywistym w teoretycznym punkcie zamocowania podstawy pantografu. Pokazano także wyniki drugiego etapu symulacji: wybrane przebiegi drgań pantografu i pięcioprzęsłowego odcinka sieci trakcyjnej oraz oscylacje siły nacisku stykowego pantografu na przewód jezdny. Oceniono wpływ efektu progowego związanego z nierównością progową toru kolejowego.

EN

The paper presents the methodology for simulating vibrations of the railway catenary, caused by the passage of the train through the track stiffness discontinuity.The concept of the simulation algorithm takes into account the dynamie interaction between pantographs and the overhead contact wire as well as nonlinearity resulting from the specificity of the droppers behaviour, which do not carry compression - they only carry tensile forces.The coupling of track and rail vehicles vibrations is also included. According to physics, the effect of vibrations of the catenary carried by pantographs on the railway vehicle was not taken into account, which allowed to divide the simulation algorithm into two stages and develop two computer programs with a defined hierarchy of operation. In the first stage of the simulation, the time-histories of vibrations and vibration velocities of those train cars, on which the pantographs are mounted, are calculated. In the second stage, the previously calculated time-histories are set as the input data and the vibration characteristics of the catenary and contact force between pantograph and the contact wire are calculated. The paper presents examples of vibration simulations of a rail vehicle observed in real time at the theoretical point of the pantograph base.The results of the second stage of the simulation were also shown: selected vibration time-histories of the pantograph and the five-span section of the catenary, and oscillations of the contact force between pantograph and the contact wire. The impact of the track stiffness discontinuity on catenary vibration was assessed.

10

Współczynniki dynamiczne ugięć pionowych w analizie numerycznej belkowych mostów kolejowych

Podwórna M.

Przegląd Komunikacyjny

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2017

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R. 72, nr 9

7--11

PL

W pracy omówiono współczynniki ugięcia uzyskane w analizach dynamicznych układów BTT - most zespolony / nawierzchnia kolejowa podsypkowa / pociąg szybkobieżny (BTT). System, BTT jest jednym z 5 mostów o rozpiętości od 15 m do 27 m zamodelowanych jako belki swobodnie podparte, obciążone pociągami ICE-3 poruszającymi się z dużymi prędkościami. Dwuwymiarowy, fizycznie nieliniowy model BTT uwzględnia m.in. lepkosprężyste zawieszenia pojazdów szynowych na dwuosiowych wózkach jezdnych oraz nieliniowy jednostronny kontakt zestawów kołowych z szyną według teorii Hertza, strefy dojazdowe do konstrukcji zespolonej. Układ BTT podzielono na podukłady obciążone pionowymi interakcjami przenoszonymi przez sprężyste lub lepkosprężyste oraz fizycznie liniowe lub nieliniowe więzy. Stosując równania Lagrange’a i agregację wewnętrzna podukładów dyskretyzowanych zgodnie z metodą elementów skończonych, otrzymano macierzowe równania ruchu podukładów, z jawnymi liniowymi stronami lewymi i niejawnymi nieliniowymi stronami prawymi, które scałkowano numerycznie metodą Newmarka z parametrami ßN=1/4, γN=1/2. Analizy skupiają się na wpływie losowych nierówności torów na odpowiedź dynamiczną systemów BTT.

EN

The impact factors in the vertical deflection obtained in dynamic analysis of BTT systems - bridged / track structure / high speed train (BTT) - are discussed. The BTT system is one of 5 bridges spanning from 15 m to 27 m, modelled as simply supported beams loaded by ICE-3 trains traveling at high speeds. The two-dimensional, physically non-linear BTT model includes: viscoelastic suspension of rail vehicles on two independent axle bogies and non-linear one-sided wheel-rail contact springs according to Hertz theory, access zones for composite construction. The BTT system was divided into subsystems loaded with vertical interactions transmitted by elastic or viscoelastic and physically linear or nonlinear constraints. Using Lagrange equations and internal aggregation of subsystems, discretised according to the finite element method, matrix equations of motion of the subsystems were obtained, with explicit linear left sides and nonlinear implicit right sides, which were integrated numerically using the Newmark method with parameters ßN=1/4, γN=1/2. The analysis focus on the effects of random track irregularities on the dynamic response of BTT systems.

11

Dynamic analysis of an existing arch railway bridge according to Eurocodes

Oleszek R., Radomski W.

Archives of Civil Engineering

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2016

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Vol. 62, nr 4/I

99--117

EN

Modern regulations concerning railway bridges are based on the approach of structural dynamics, which is described in PN-EN standards. This paper presents the results of theoretical dynamic analysis of the HSLM-A train set loading on the structure of a pre-stressed concrete arch bridge - the first railway bridge of its type which was built in Poland (completed in 1959). The recommendations of PN-EN have been followed and modal analysis was carried out to define the sensitivity of the structure to chosen eigenforms. Additionally the paper presents a course of calculations and the conclusions obtained from the analysis of displacements, accelerations, and bending moments induced in the structure through a simulated passage of a high-speed train in the context of the requirements of PN-EN Standards. The conclusions from the current calculations can be used for dynamic analysis of bridges of similar structural solutions.

PL

Współczesne przepisy kolejowe [1÷3, 8] bazują na Eurokodach [6, 7], w których dynamiczny charakter obciążenia uwzględniany jest na podstawie analizy dynamicznej odpowiedzi konstrukcji z symulacją ruchu obciążenia. Polega ona na wyznaczeniu bezpośrednich procesów deformacji i dystrybucji sił wewnętrznych i naprężeń od modelowych obciążeń pociągami szybkobieżnymi HSLM (High Speed Load Model). W referacie przedstawiono wyniki teoretycznej analizy oddziaływania modeli pociągów szybkobieżnych HSLM-A pod kątem wymagaPN-EN, na konstrukcję pierwszego wybudowanego w Polsce (1959 r.) łukowego mostu kolejowego z betonu sprężonego.

12

Shinkansen E7/W7

Nakamura A., Graff M.

TTS Technika Transportu Szynowego

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2015

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R. 22, nr 11

43--45

PL

Pomysł na zbudowanie pociągu dużych prędkości - jako następcy serii Shinkansen E2 -pojawił się w Japonii w połowie grudnia 2011 r. Aby zmniejszyć koszty zakupu pojazdów, powołano konsorcjum otworzone przez JR East i JR West, które miało złożyć zamówienie u krajowych producentów. Te pociągi dużych prędkości oznaczono jako Shinkansen E7/W7; pierwotnie dedykowane były one do obsługi linii Hokuriku Shinkansen poprzez linię Nagano Shinkansen, a później także linii zarządzanych przez JR West.

EN

The idea to build new high-speed trains as successor E2 ser/es Shinkansen in Japan appeared in December 2011. For costs reduction the purchase of vehicles, a consortium was created by JR East and JR West. These high-speed trains Shinkansen designated as El and originally was dedicated for exploitation on the Hokuriku Shinkansen line through Nagano Shinkansen line and, in near futurę, also on the lines operated by JR West. These are electric multiple units are combined to 12 cars, 10 of which are propulsive. Both operators ordered a total ofU units in the consortium set up by national concerns: Kawasaki Heavy Industry Kobe, Hitachi Kudamatsui Yamaguchi, J-TEC (Japan Transport Engineering Company) Yokohama (JR East), Kawasaki Kobe, Hitachi Kudamatsui Yamaguchi and Kinki Osaka (JR West). The El and Wl are based on the Shinkansen E2 series, with the overall concept ofthe train is referred to theJapanese tradition and to recent technological developments. The electrical part of El is identical to an analogous one ofthe E5 and E6. The Shinkansen El was oftlcially presented at the end of November 2013. These trains will be used on the Hokuriku Shinkansen (Tokyo - Nagano - Kanazawa).

13

Pociągi e320 dla przewoźnika Eurostar

Graff M.

TTS Technika Transportu Szynowego

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2015

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R. 22, nr 7-8

66--67

PL

Pociągi dużych prędkości e320, zbudowane na platformie Velaro i będące pochodną serii 407 kolei DB, to kolejna seria pojazdów dedykowanych do obsługi ruchu pasażerskiego pomiędzy Londynem oraz Paryżem i Brukselą przez Eurotunel, z Antwerpią, Rotterdamem i Amsterdamem, a także – w zamierzeniach – z Niemcami (np. Kolonia, ew. Frankfurt).

14

Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 2: Physical and mathematical modelling

Podworna M., Klasztorny M.

Bulletin of the Polish Academy of Sciences. Technical Sciences

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2014

|

Vol. 62, nr 1

181--196

EN

A theory of one-dimensional physical and mathematical modelling of the composite (steel-concrete) bridge/track structure/highspeed train system is developed including viscoelastic suspensions of rail-vehicles with two two-axle bogies each, non-linear Hertz contact stiffness and one-sided contact between wheel sets and rails, the viscoelastic and inertia features of the bridge, the viscoelastic track structure on and beyond the bridge, approach slabs, and random vertical track irregularities. Compared to the state-of-the-art, the physical model developed in the study accurately reproduces dynamic processes in the considered system. Division of the system into the natural subsystems, a method of formulation of the equations of motion partly in implicit form and the finite element method are applied. Vibrations in the vertical plane of symmetry are described by more than nine matrix equations of motion with constant coefficients. Couplings and non-linearity are hidden in the generalized load vectors. The equations of motion are integrated using the implicit Newmark average acceleration method with linear extrapolation of the interactions between the subsystems.

15

Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 3: Deterministic and random vibrations of exemplary system

Podworna M., Klasztorny M.

Bulletin of the Polish Academy of Sciences. Technical Sciences

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2014

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Vol. 62, nr 2

305--320

EN

Based on the one-dimensional quasi-exact physical and mathematical modelling of a composite (steel-concrete) bridge/track structure/high-speed train system (BTT), developed in Part 2, advanced computer algorithms for the BTT numerical modelling and simulation as well as a computer programme to simulate vertical vibrations of BTT systems are developed. The exemplary bridge under numerical quasi-static and dynamic analysis, designed according to Polish standards, has a 15.00 m span length and belongs to the SCB series-of-types developed in Part 1. The bridge is loaded by a German ICE-3 high-speed train moving at the resonant and maximum operating speeds. A continuously welded ballasted track structure adapted to high operating velocities is applied. The output quantities include: time-histories of the vertical deflection of the main beams at the midspan, time-histories of the longitudinal normal stress in the bottom fibres of the main beams at the midspan, time-histories of the vertical acceleration of the bridge deck at the midspan, time-histories of the vertical accelerations of the suspension pivots in car-bodies, time-histories of the dynamic pressures of the wheel sets of moving rail-vehicles. The design quantities, understood as the extreme values of the output quantities, are used to verify the design conditions. The basic random factor, i.e. vertical track irregularities of the track, is taken into consideration. Basic statistics of the design quantities treated as random variables are calculated and taken into account in the design conditions.

16

Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 1: Series-of-types of steel-concrete bridges

Podworna M., Klasztorny M.

Bulletin of the Polish Academy of Sciences. Technical Sciences

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2014

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Vol. 62, nr 1

165--179

EN

A new series-of-types of single-span simply-supported railway composite (steel-concrete) bridges, with a symmetric platform, has been designed according to the Polish bridge standards. The designed bridges/viaducts are located on the main railways of the classification coefficient k = +2. A ballasted track structure adapted to high operating speeds has also been designed. The ultimate limit states and the limit states corresponding to the bridges undertaken are collected and discussed. The bridges have been designed in accordance with contemporary art engineering, with geometric and material optimization, avoiding overdesign. A new methodology of numerical modelling and simulation of dynamic processes in composite bridge/ballasted track structure/high speed train systems, developed in Part 2 and Part 3, has been applied and implemented in a problem-oriented computer programme. A new approach to predicting forced resonances in those systems is formulated and tested numerically. It has been proved that in the case of typical structural solutions of bridges and ballasted track structures, it is necessary to introduce certain limitations for operating speeds of trains.

17

Jaka prędkość jest wystarczająca? Przegląd najszybszych pociągów świata za lata 2011–2013

Rabsztyn M.

TTS Technika Transportu Szynowego

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2013

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R. 20, nr 11

8--14

PL

Jak pisze autor artykułu Jeremy Hartill w Railway Gazette International (7/2013), od kiedy Chiny wyszły na pierwsze miejsce w wyścigu o najszybsze, rozkładowe pociągi świata, zaczyna się wyłaniać wśród konkurujących krajów podział na 3 grupy prędkości – prędkość osiągalną technicznie, prędkość opłacalną ze względu na wielkość kraju i prędkość opłacalną ze względu na rynek przewozowy. Jeremy Hartill jest członkiem Brytyjskiego Towarzystwa Kolejowego, który od wielu lat zajmuje się rozwojem kolejnictwa na świecie. Jednocześnie autor chce podziękować swojemu poprzednikowi w opracowywaniu podobnych artykułów – profesorowi Colin Taylorowi oraz wydawcy Brendan Fox za pomoc w przygotowaniu niniejszego artykułu.

18

Zmiany na kolei – to dopiero początek drogi

Miciak J., Furgalski A.

Nowoczesne Budownictwo Inżynieryjne

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2013

|

Nr 5

92--95

PL

Wywiad z Adrianem Furgalskim, członkiem zarządu Zespołu Doradców Gospodarczych TOR.

EN

Joanna Miciak talks to Adrian Furgalski, Member of the Board of Directors of TOR - Team of Economic Advisers.

19

Span length influence on dynamic response of selected bridge under high - speed train

Szurgott P., Bernacki P.

Journal of KONES

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2013

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Vol. 20, No. 1

343--350

EN

The paper presents a methodology of finite element (FE) modelling and simulation of the bridge – track – moving high-speed train system using CAE systems. Two composite (reinforce-concrete – steel) bridges were considered. The span length was equal to 15 and 21 meters, respectively. Bridges selected for the study belong to the proposed series of bridges with the span length of 15 to 27 meters stepped by 3 meters. Full symmetry of the bridges was assumed. RC platform was homogenized since the rebars were distributed quasi-uniformly in the specified platform sections. The FE model of a bridge superstructure consisted of 4-node shell elements (main beams) and 8-node 48 DOF solid elements (reinforced concrete platform). RAIL_TRACK and RAIL_TRAIN LS-DYNA’s modules were applied for simulating the moving train – track interaction. Ballasted track with the rectilinear rail-line axis was taken into consideration. German ICE-3 train running at velocity of 200–300 km/h was selected as a representative for the study. All mass components of the train FE model were treated as rigid bodies. Symmetric vibrations of the train units were assumed with respect to the main longitudinal vertical plane of symmetry of the system. Nodal displacement and longitudinal normal stress in shell elements were registered during the FE analysis. The results were depicted in the form of time histories for selected velocities. In addition, extreme values of vertical deflections and normal stress were compiled and presented a function of train velocity. It allowed to assess the dynamic response of the bridge depending on its span length. Contours of resultant displacement for the RC platform was also presented.

20

Wpływ płyt przejściowych i wewnętrznych szyn usztywniających na odpowiedź dynamiczną wiaduktu obciążonego pociągiem szybkobieżnym

Szurgott P., Kozera D.

Modelowanie Inżynierskie

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2012

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T. 14, nr 45

127--133

PL

W pracy przedstawiono metodykę modelowania i symulacji drgań pionowych układu most – tor – pociąg szybkobieżny z wykorzystaniem oprogramowania LS-DYNA. Obiektem badań jest zespolony wiadukt kolejowy z torem podsypkowym, obciążony pociągiem szybkobieżnym ICE-3. Badania symulacyjne dla zmodernizowanego wariantu wiaduktu zostały przeprowadzone w zakresie prędkości 50-300 km/h. W wyznaczonej prędkości rezonansowej 260 km/h dokonano analizy porównawczej mostu aktualnie eksploatowanego bez płyt przejściowych i wewnętrznych szyn usztywniających, z mostem, w którym te elementy występują.

EN

A methodology of FE modeling and simulation of the bridge – track – moving train system using LS-DYNA computer code is presented. The composite (steel – concrete) viaduct equipped with the ballasted track is taken into consideration. The ICE-3 high speed train is selected as a representative for this study. The simulation for the modernized track were carried out for the velocity range between 50 to 300 km/h. A comparative analysis for the resonant speed of 260 km/h were performed for the FE models of the present viaduct and of the modernized one.