This paper studies the context of the central area contiguous with the iron bed of medium-sized cities of the northwest region of São Paulo, in Brazil, namely: Presidente Prudente, Araçatuba, Birigüi, São José do Rio Preto and Marilia. Not surprisingly, the ancient boundaries of railway lines crossing the countryside regions. These urban centers were developed by the expansion of the railway, but with the deactivation of the rail transport, its core areas went into obsolescence and deterioration process and, more recently, are suffering processes of modernization and productive restructuring. At the same time, amid the industrial landscapes and decaying railroad heritage, there are situations and dweller types able to reveal some imaginary, capable of triggering: surprises, dilemmas and entanglements in the analysis of urban composition, the modernization process and its consequent deterioration. Therefore, from the marginal uses present in each city of the northwestern country towns of São Paulo, we try explain a poltical and critical point of view of these urban areas. Thus, the marginal architecture is not only the expression of subaltern subjectivities, reflecting the complexities present in emblematic areas of public importance, affected by degradation processes, but also, the attempt to define a concept strategy: a destabilizing way of reading places filled with meaning, in the counterculture of the hegemonic space to make experimental projects.
This paper introduced in detail the theoretical basis, control effects, and limitations associated with existing power correction control methods for plateau diesel locomotives in different application scenarios, and proposed an adaptive power control strategy, considering the power correction requirements of diesel locomotives operating at high altitudes as the design input. Through a thorough examination of operating characteristics of diesels and complex operating conditions at high altitudes, an algorithmic model was established to capture the relationships between diesel power outputs and parameters such as altitude, ambient temperatures, supercharger exhaust temperatures, and supercharger speeds. Subsequently, a full-scenario adaptive diesel power correction control algorithm was designed, taking into account the fluctuating features in post-intercooling temperature differences between the leading and other locomotives while operating under coupled conditions in tunnels. Furthermore, the validity of the proposed algorithm was verified through field experiments, where the power outputs of the diesels were maximized while ensuring their operational reliability.
Introduction. Solutions to car weight-bearing capacity problems currently tend to benefit from the properties of aluminium alloys. Aluminium alloy wagon units are about three times lighter than steel ones, which helps to carry more freight with the same number of cars while maintaining the specified axle load. The Ural Wagon Factory was the first to use aluminium as a structural material for the manufacture of axle box mount in the 1950s.Materials and methods. This paper reviews the research on the production of wagon wheel pair axle boxes from aluminium alloys in Russia and abroad. It examines the manufacturing techniques of the aluminium axle box and the results of bench and operational tests.Results. The analysis of production technologies of aluminium alloy axle boxes and the results of operational tests of the pilot batch of axle boxes revealed the advantages and disadvantages of this design and led to the conclusions about its feasibility.Discussion and conclusion. The authors propose to resume the use of aluminium alloys in wagon axle boxes considering modern operating conditions. Confirmation of its technical and economic efficiency requires a set of bench and operational tests with the use of modern diagnostic tools.
The object of the research is the processes of occurrence, perception, and redistribution of loads in the load-bearing structure of an open wagon body, taking into account the use of an intermediate adapter. To reduce the vertical dynamic loads acting on the supporting structure of the railroad car, it is suggested to use an intermediate adapter between the frame and the load. The dynamic load of the supporting structure of the open wagon was modeled, taking into account the use of an intermediate adapter. The research was carried out in the vertical plane during the oscillations of the bouncing of the car. The results of the calculations showed that the acceleration acting in the center of mass of the supporting structure of the open wagon is 4.2 % lower than that acting on the supporting structure of the open wagon without using an adapter. The obtained acceleration results are taken into account when determining the strength of the supporting structure of the open wagon. It was established that the use of an intermediate adapter contributes to the reduction of stresses in the supporting structure of the open wagon by 6 % compared to the typical scheme of cargo transportation. A feature of the results is that the proposed solution to reduce the dynamic load of the supporting structure of the car can be implemented without improving its design. The field of practical use of the results is the engineering industry, in particular, railroad transport. The conditions for the practical use of the research results are the placement of the adapter over the entire floor area of the car body. The research will contribute to devising recommendations on reducing the load on the load-bearing structures of cars, the costs of their unplanned repairs, and to increasing the efficiency of railroad transport operation
Abstract: In order to effectively warn wild animals of the danger posed by a fast-moving train,
knowledge of ethology—that is, the natural behavior of animals—is necessary. Understanding how
animals’ senses function and the instincts that guide their behavior allows for the selection of stimuli
that will be interpreted as a warning of impending danger and will prompt the animals to move away
from the tracks. This is how the acoustic system for protecting animals on railway tracks, developed
in Poland, works.
Keywords: Railway lines; Wild animals; Prevention of train–wild animal collisions; Acoustic animal
protection devices
Highway engineering. Roads and pavements, Bridge engineering
The High Luminosity LHC requires dipole orbit correctors grouped in double aperture magnet assemblies. They provide a field of 3.1 T at 100 A in an aperture of 70 mm. The current standard design is a classical cosine-theta layout made with ribbon cable. However, the electric insulation of this cable is not radiation-resistant enough to withstand the radiation load expected in the coming years of LHC operation. A new design, based on a cable with polyimide insulator, that can replace the existing orbit correctors, is needed. The challenge is to design a magnet that fits directly into the existing positions and that can operate with the same busbars, passive quench protection, and power supplies. The new orbit corrector design meets high requirements on the field quality while keeping within the same mechanical volume and maximum excitation current. A collaboration of Swedish universities and Swedish industry has been formed for the development and production of a prototype magnet following a concurrent engineering methodology to reduce the time needed to produce a CCT magnet. The magnet has a 1 m long CCT dipole layout consisting of two coils. The superconductor is a commercially available 0.33 mm wire with polyimide insulation in a 6-around-1 cable. The channels in the coil formers, that determine the CCT layout, allow for $2\times 5$ cable layers. A total of 70 windings makes that the coil current can be kept below 100 A. We will present the detailed design and preliminary quench simulations.
This study provides a systematic method for determining the proper rent fee of a port railway station with a litigation case study of Busan port container terminal. The Port Rail Station Operating Company (PRSOC) leases and operates the port railway station of the port authority (PA). The PA wants to receive a rent fee with the goal of recovering the investment cost, and the PRSOC wants to pay rent to the extent that it can generate an appropriate profit. In order to reasonably estimate the rent fee, this study attempted using a method of estimating the capacity-based demand of the rail station. A recent discussion of terminal rentals concerns what to rent. That is, will only the infrastructure be leased, or will the substructure and the superstructure be leased? Will the infrastructure, superstructure, and equipment be leased? Rail station capacity encounters a bottleneck when measuring railroad track capacity, i.e. RMGC capacity. In other words, arbitrary demand estimation leads to operating losses for PRSOC and may also cause losses to investors because investment costs cannot be recovered. In this study, data such as investment cost, operating cost, and sales required for the construction of the rail station were collected from the Ministry of Ocean and Fishery, PA, and PRSOC. Based on these data, a proper rent fee is proposed by analyzing the cash flow on the premise of operation for the next 30 years. This study adopts the discounted cashflow (DCF) method because DCF allows an objective and consistent comparison of rent fee levels from the PA and PRSOC perspectives. Using DCF, this study finds that the proper rent fee from the perspective of the PA is USD 397,045, while the PRSOC’s proper rent fee is USD 355,801. Thus, it is reasonable to set the standard for determining the proper rent fee by calculating and comparing the rent fee level from the perspective of PA’s investment cost recovery and PRSOC’s operating balance maintenance perspective. This study suggests that the DCF method should be applied to standardize the rent fee calculation system for the port railway station.
Based on the current development status of urban rail transit and relevant policy requirements of carbon peaking and carbon neutrality in China, the energy consumption characteristics, research status and development trend of urban rail transit at home and abroad were analyzed. Combined with the experience of Beijing subway on the current research about innovative green, low carbon new products and new technologies, the technical route of green and low-carbon development was proposed for Beijing subway from the perspective of systematic energy saving. The applicability research and engineering application of new energy, new materials, new technologies, new processes and new products in vehicles, equipment and facilities were clarified for further study, to support the green and low carbon technology innovation and high-quality development of Beijing subway.
The article discusses theoretical and practical research in the field of evolutionary modeling application for solving construction works planning problems in the formation of railroad track technological construction process. The study is a part of the developed engineering and technical support subsystem for railway construction: engineering and intellectual support of railroad track technological construction process. This subsystem is based on the effective use of automated systems with artificial intelligence elements. Development and implementation of these automated systems are focused on achieving a single end result, such as a finished railroad track facility with suitable functionality within the established deadlines, planned working cost and labor costs, as well as meeting modern safety requirements throughout the entire operation period. Taking into account railway construction dynamic, the use of new materials and technologies, new trends were identified within the study scope in the field of technological processes operational development, and optimal work sequence determination in the railway facilities construction. In particular, the occurrence of deviations from the planned requirements in the construction work course requires a quick reconsideration of the decisions already made, due to the railway construction stochastic behavior. This is a forced measure to ensure the fulfillment of the planned targets. The existing methods allow to correct the construction work organization, however, the technology, and in particular, the technological process remains unchanged. The static nature of the technological process is largely dictated by the project documentation requirements and work safety. But modern advances in the information and intelligent technologies field, with the account of technological process structure variability, can give a technological process dynamic properties. The technological process's ability to adapt to changing work production conditions will provide flexibility in the railway facilities construction. To solve this problem, an automated evolutionary modeling mode and optimization of the railway facility construction technological process were used. The peculiarities of existing optimization methods, in terms of the dimension of the active task and taking into account several criteria, force us to turn to intelligent methods. The article describes a technological processes optimization method for the railway facilities construction using a genetic directed search algorithm in the space of solutions. In this case, several design constraints are taken into account: resource, technological, organizational, informational. For this, a computational and logical model was developed, which made it possible to assess the target function (fitness function), with the account of the dynamic distribution nature of the contractor's available resources for construction work. Based on the theoretical research results, the article presents the practical aspects of evolutionary modeling and optimization of the railway facilities construction technological process using a genetic algorithm on the example of the flooded railway roadbed embankment construction. The results presented in this article were obtained during the dissertation research made by the author.
The passing speed is much lower than the design speed of curved track when rail grinding wagon performs the curve grinding operation, which results in the excess superelevation phenomenon. The rigid-flexible coupled dynamics model of rail grinding wagon was established using the FEM software ANSYS and the multi-body simulation software Simpack considering carbody flexibility. The contact relationship between the grinding wheels and rail was introduced in the model to study car-body elastic deformation on the dynamic performances. The dynamic responses of curve radius and superelevation were compared and analyzed under grinding operation conditions and free running. The results showed that the car-body elastic deformation mainly affected derailment coefficient and wheel unloading rate, but had little influence on the wheel axle lateral force and roll coefficient. After considering the car-body as a flexible body, curving passing performance of the rail grinding wagon had been improved. Within a certain range, increasing the curve radius and decreasing the superelevation could improve curving passing performance of vehicle. Grinding would worsen curving passing performance of vehicle and increase the risk of derailment.
As one of the high-frequency vulnerable parts of the switches, the line contactor in Fuxing CR400BF EMUs connects the four-quadrant converters. The fault characteristics of the line contactor were calculated from the perspectives of model, vehicle group, and number of vehicles based on the actual operating fault data. The results showed that within 150 000 kilometers of travel distance, the number of faults found in warehouse inspection accounted for 95.5% of the total frequency of line contactor failures;According to the characteristics of Exponential distribution, Weibull distribution and Normal distribution, the fault mileage parameters were identified and then the K-S test was adopted. The result showed that the K-S test statistic of Weibull distribution was the smallest and the significance level was the highest, which used to describe the fault frequency distribution function of the line contactor can be more reasonable. The analysis result of the histogram method showed that the fault frequency of the line contactor within a mileage of 360 000 kilometers accounted for 55.7% of the total fault frequency of the line contactor, at the stage of which, the maintenance of the line contactors should be strengthened.
Introduction of a new transport product in urban agglomerations helps to attract additional passenger traffic by changing parameters of organizing the operation of suburban trains. Problem of determining the effective parameters of the route network of suburban-urban railway communication in order to achieve acceptable financial results for the owners of infrastructure and carriers is considered. Controlled variables are determined that characterize the route network of suburban-urban traffic and include the type of train schedule, the operation interval, the routes, the traffic volume of suburban-urban trains, the station of departure and arrival, the service class. It was also determined that the distribution of passenger traffic correspondence over the network of transport products depends both on a set of controllable variables and on the time of travel by rail when using a transport product, taking into account the execution of terminal operations at points of departure, destination, transfers, waiting for trains, and travel on trains. The objective function for the carrier and the owner of the infrastructure, which is identical for both participants of transportation, is considered, while the components of investment costs and direct production costs for transportation activities and income receipts that ensure the break-even of this activity are different for each participant in transport services. Relevant constraints for the task, due to the resources of the railway infrastructure and rolling stock, have been determined. Authors provides the principles of solving this multicriteria problem by finding a group of the best options by a directed enumeration of alternatives with the subsequent selection of the resulting solution by the methods of compromise control. The research results are intended for use in projects for the development of suburban-urban traffic in large urban agglomerations.
Compaction quality of railroad subgrade relates directly to the stability and safety of train operation, and the core problem of the Intelligent Compaction of railroads is the transmission and evolution characteristics of vibration wave. Aiming at the shortages in exploring the transmission and evolution characteristics of the vibration signal, the typical subgrade compaction project of Jingxiong Intercity Railway Gu’an Station was selected to carry out the field prototypes tests, and the dynamic response from the vibratory roller to filling materials was monitored in the whole compaction process, and some efficient field tests data will be obtained. Based on this, the transmission and evolution characteristics of the vibration wave from the vibratory roller to filling materials in the compaction process are studied from the time domain, frequency domain, jointed time–frequency domain and energy domain by using one new signal analysis technology—Hilbert–Huang Transform. Some conclusions are shown as follows: first, the vibration acceleration peak gradually decreases with the increase of buried depth, and when the buried depth reaches 1.8 m, the vibration acceleration peak is closed to zero. At the same time, when the vibration wave propagates from the wheel to the surface of filling, the attenuation rate of acceleration gradually increases with the increase of rolling compaction times, while the attenuation rate of other layers in different buried depths gradually decreases. Second, the vibration wave contains fundamental wave and multiple harmonics, and the dominant frequency of the fundamental wave is nearly 21 Hz. With the increase of buried depth, the amplitude of fundamental, primary, secondary, until fifth harmonics decreases exponentially and the concrete functional relationship among different amplitudes of harmonics can be summarized as y = Ae−BX. Third, the vibration energy focuses on the fundamental wave and primary wave, which can increase with the increase of rolling compaction times, and when the rolling compaction time reaches five, their energy reaches maximum. However, when the filling reaches a dense situation, the energy of the primary wave gradually decreases. Therefore, the maximum rolling compaction time is five in the practical engineering applications, which will be helpful for optimizing the compaction quality control models and providing some support for the development of the Intelligent Compaction theory of railway subgrade.
Perovskite solar cells have achieved comparable power conversion efficiencies as commercial silicon cells, making the issue of long-term operation stability as the most critical scientific factor toward industrial realization. In this work, we introduce SnS quantum dots (QDs) as a new inorganic hole transporting material (HTM) to perovskite solar cells. The SnS QDs decorated with the oleylamine (OAm), oleic acid (OA), and trioctylphosphine (TOP) ligands are prepared through the traditional nonaqueous solvothermal method. Therefore, the as-synthesized SnS QDs can be orthogonally processed onto the top of a triple cation perovskite film, exhibiting a good surface coverage and an excellent hole extraction ability. With careful device engineering towards film thickness, annealing procedure, and ligand exchange on the SnS layer, we have obtained a power conversion efficiency (PCE) of 13.7%. Compared with the 2,2′,7,7′-tetrakis(N,N-di-p-methoxyphenylamine)-9,9′-spirobifluorene (spiro-OMeTAD)-based control devic...
The longitudinal performance of a vehicle is the ability to achieve the highest longitudinal acceleration on the given road surface and tyres. The engine is capable of high torque delivery especially in low vehicle speed. A pre-emptive controller has been deployed to control the torque delivery where tyres are being used in their peak friction area.
Railroad engineering and operation, Industrial engineering. Management engineering
L. A. German, A. Yu. Popov, A. V. Samorukov
et al.
The article considers modern sectioning points on contact network and determining the location of the damage, imthe switches, which differs by the introduction of new functions for plemented in the IntTer smart terminal. These new functions are determining a stable (or passing) short circuit in the disconnected deciding whether to perform a quick automatic restart of the circuit breakers after an emergency shutdown or finding the fault zone without testing the insulation of the contact network. The principle of operation of the functions under consideration is analyzed in the article. The limits of the optimum time of the current-free pause of the circuit breaker for automatic re-activation (AR) for each inter-substation zone are established. The paper describes the existing algorithm for automating power supply of an AC traction network (the normal reclosing algorithm) and indicates the unfavorable consequences from its application, in particular, related to the long time of the absence of voltage in the contact network. It was noted that the decision to reduce the voltage recovery time performed by introducing the function of determining the passing (or stable) short-circuit in the switched-off contact network in traction substations is due to the cost of additional high-voltage equipment and requires a rethinking. Thus, a new algorithm for automating the power supply of the traction network (the BAR algorithm) is presented, which is quite easily implemented at the modern sectioning post, which has voltage transformers for each supply line of the contact network, in contrast to the supply lines of the substation contact network and is caused by the transfer of the function of determining the passing (or steady ) short circuit to the sectioning point. In the article, the issue of performing the automatic reclosure of the power line of the traction substation is considered dependent on the successful operation of the BAR algorithm of the sectioning point. It is established that the most rational option is the implementation of a dependent automatic reclosing of a traction substation using telemechanics. The authors analyze the possibility of manufacturing compact sections of the ac contact network on the basis of single-phase re-closers OR-27.5 kV. It is noted that it is advisable to use a new automation scheme in conjunction with the sectionalization points on reclosers.
The structure and function of the TCMS (Train Control and Management System) applied in Nanchang metro line 1 were introduced, including the application characteristics of the TCMS, the control function of traction and braking, and the diagnostic function. Now this type of trains has already put into operation with a good performance.
Erosha K. Gamage, Sakdirat Kaewunruen, Alex M. Remennikov
et al.
Prestressed concrete sleepers (or railroad ties) are principally designed in order to carry wheel loads from the rails to the ground of railway tracks. Their design takes into account static and dynamic loading conditions. In spite of the most common use of the prestressed concrete crossties in railway tracks, there have always been many demands from rail engineers to improve serviceability and functionality of concrete crossties. For example, signaling, fiber optic, equipment cables are often damaged either by ballast corners or by tamping machine. There has been a need to re-design concrete crosstie to cater cables internally so that they would not experience detrimental or harsh environments. Also, many concrete crossties need a retrofit for automatic train control device and similar signaling equipment. In contrast, the effects of holes and web openings on structural capacity of concrete crossties have not been thoroughly investigated. This paper accordingly highlights the effect of holes and web openings on the toughness and ductility of concrete crossties. The outcome of this research enables better decision making process for retrofiting prestressed concrete crossties with holes and web opening in practice.
An article is focused on a benefit of urban traction units with tilting system particularly in regional transport, to reduce travel times and increase the competitiveness of railway transport. The paper describes the importance of their utilization in such traffic especially if the state of infrastructure is unable to provide options of higher efficiency for railway undertakings and the investments for line optimization are not available, so undertakings cannot be more efficient in use of classical vehicles of conventional design. However, this does not mean that the state of the infrastructure cannot offer the possibility of using tilting system.
Railroad engineering and operation, Industrial engineering. Management engineering
Small quantity of cone rubber spring products had inner defects for application, which should be detected. A stretching simulation method was presented which detected products defects by stretching cone rubber spring and observing load-shifting characteristic curve kink behavior, through which cone rubber spring reasonable stretching value was determined. The method could be an addition for testing rubber components quality stability.