Articles de revues sur le sujet « High Speed train, Energy recovery »
Pour voir les autres types de publications sur ce sujet consultez le lien suivant : High Speed train, Energy recovery.
Créez une référence correcte selon les styles APA, MLA, Chicago, Harvard et plusieurs autres
Consultez les 50 meilleurs articles de revues pour votre recherche sur le sujet « High Speed train, Energy recovery ».
À côté de chaque source dans la liste de références il y a un bouton « Ajouter à la bibliographie ». Cliquez sur ce bouton, et nous générerons automatiquement la référence bibliographique pour la source choisie selon votre style de citation préféré : APA, MLA, Harvard, Vancouver, Chicago, etc.
Vous pouvez aussi télécharger le texte intégral de la publication scolaire au format pdf et consulter son résumé en ligne lorsque ces informations sont inclues dans les métadonnées.
Parcourez les articles de revues sur diverses disciplines et organisez correctement votre bibliographie.
1
Li, Ruoqiong, Junjie Wang, Xuan Zhao et Xin Li. « Segmented Power Supply Preset Control Method of High-Speed Rail Contactless Traction Power Supply System considering Regenerative Braking Energy Recovery ». Mathematical Problems in Engineering 2020 (19 décembre 2020) : 1–15. http://dx.doi.org/10.1155/2020/6698688.
Texte intégralRésumé :
For high-speed rail with high energy consumption, the recovery and utilization of regenerative braking energy is essential to improve the energy consumption of high-speed rail. As a technical link, the energy bidirectional feed inductively coupled power transfer (ICPT) system can realize the regenerative braking energy recovery of the contactless traction power supply system. Furthermore, considering that the braking energy of the high-speed rail is the largest when entering the station during the whole line operation, the braking section of the station is mainly considered. This paper proposes a preset control method for segmented power supply of the energy bidirectional feed ICPT system considering regenerative braking energy recovery. By establishing the steady-state mathematical model of the bidirectional ICPT system, the influence of the internal phase-shift angles φ1 and φ2 and the external phase-shift angle γ on the operating state of the system is analyzed. To realize system synchronization under the operation of EMUs, a train braking model is established through force analysis, and a power preset controller is designed to realize the synchronous control of the power flow of the bilateral system. According to the braking process of the train entering the station, the switching control method of the segment coil under the different conditions of the single train entering the station and the multitrain entering the station is proposed to ensure the reliability and flexibility of the train power supply. The simulation results of the 350 kW ICPT system simulation model show that the system can operate stably when the power transmission simulation is switched, and the transmission efficiency can reach 89%, which proves the feasibility of the control method. Energy-saving estimates show that a single train can recover about 200–300 kWh of electric energy during single braking. The comparison with the measured data verifies the accuracy of the modeling in this paper.
2
Li, Xiang, et Ziyou Gao. « Cost-benefit analysis for regenerative energy storage in metro ». Chinese Management Studies 11, no 1 (3 avril 2017) : 19–34. http://dx.doi.org/10.1108/cms-01-2017-0002.
Texte intégralRésumé :
Purpose Regenerative braking is an efficient energy saving technology in urban rail system, in which the recovery energy from braking trains is collected by some equipments and released to accelerating trains when needed. However, the high cost and low lifetime of storage devices prevent the widespread use of this technology. The purpose of this paper is to conduct thorough cost-benefit analysis to facilitate China’s urban rail companies to make decisions on the use of such technology. Design/methodology/approach To evaluate the benefit from regenerative energy storage, the authors formulate an improved integrated scheduling and speed control model to calculate the net energy consumption associated with different energy recovery rates and then define the benefit as the amount of energy saving arising from the usage of storage equipments. With the frequent charge/discharge operations on storage equipments, the energy recovery rate generally decreases which lowers the benefit, but the maintenance cost increases. By trading-off benefit and cost, the authors derive the optimal scrapping time, the maximum profit and the profitability condition for storage devices. Findings Simulation studies based on the Beijing Metro Yizhuang Line of China are given. The results show that compared with the current timetable and speed profile, the integrated scheduling and speed control approach with energy recovery rate of 0.5 can reduce the net energy consumption by 12.69 per cent; the net energy consumption can be well approximated as a linear function of energy recovery rate; and the maximum profit and the optimal scrapping time on regenerative energy storage devices are both positively related to the electricity price. The allowance proportion and the number of service trains such that busy lines with higher electricity price or allowance proportion have advantages to use the regenerative energy storage devices. Research limitations/implications In this work, a linear energy recovery rate and a linear maintenance cost are used in the cost-benefit analysis process. In future research, the more accurate expressions on energy recovery rate and maintenance cost should be considered if more data on recovery rate and maintenance cost can be gathered. Originality/value The main values of this paper are to develop the integrated optimization approaches for train scheduling and speed control and, on this basis, make thorough cost-benefit analysis for regenerative energy storage to improve the operations management of urban rail transit.
3
Cunillera, Alejandro, Adrián Fernández-Rodríguez, Asunción P. Cucala, Antonio Fernández-Cardador et Maria Carmen Falvo. « Assessment of the Worthwhileness of Efficient Driving in Railway Systems with High-Receptivity Power Supplies ». Energies 13, no 7 (10 avril 2020) : 1836. http://dx.doi.org/10.3390/en13071836.
Texte intégralRésumé :
Eco-driving is one of the most important strategies for significantly reducing the energy consumption of railways with low investments. It consists of designing a way of driving a train to fulfil a target running time, consuming the minimum amount of energy. Most eco-driving energy savings come from the substitution of some braking periods with coasting periods. Nowadays, modern trains can use regenerative braking to recover the kinetic energy during deceleration phases. Therefore, if the receptivity of the railway system to regenerate energy is high, a question arises: is it worth designing eco-driving speed profiles? This paper assesses the energy benefits that eco-driving can provide in different scenarios to answer this question. Eco-driving is obtained by means of a multi-objective particle swarm optimization algorithm, combined with a detailed train simulator, to obtain realistic results. Eco-driving speed profiles are compared with a standard driving that performs the same running time. Real data from Spanish high-speed lines have been used to analyze the results in two case studies. Stretches fed by 1 × 25 kV and 2 × 25 kV AC power supply systems have been considered, as they present high receptivity to regenerate energy. Furthermore, the variations of the two most important factors that affect the regenerative energy usage have been studied: train motors efficiency ratio and catenary resistance. Results indicate that the greater the catenary resistance, the more advantageous eco-driving is. Similarly, the lower the motor efficiency, the greater the energy savings provided by efficient driving. Despite the differences observed in energy savings, the main conclusion is that eco-driving always provides significant energy savings, even in the case of the most receptive power supply network. Therefore, this paper has demonstrated that efforts in improving regenerated energy usage must not neglect the role of eco-driving in railway efficiency.
4
Hou, Zhiqiang, Lena Jingen Liang, Bo Meng et HwanSuk Chris Choi. « The Role of Perceived Quality on High-Speed Railway Tourists’ Behavioral Intention : An Application of the Extended Theory of Planned Behavior ». Sustainability 13, no 22 (10 novembre 2021) : 12386. http://dx.doi.org/10.3390/su132212386.
Texte intégralRésumé :
Since the COVID-19 pandemic, airlines worldwide have enforced strict travel restrictions, driving passengers to seek alternative transportations such as High-Speed Railway (HSR). Nevertheless, the current understanding of HSR travelers’ behavior is scarce. Moreover, despite the extensive application of the Theory of Planned Behavior (TPB) to explain and predict patrons and tourists’ behavior in the tourism and hospitality context, little research has employed this theory to examine HSR travelers’ processes in making travelling decisions. This study developed a research model by integrating perceived quality into the TPB and examined the relation between HSR passengers’ service quality and intention to travel in the future and the mediating effect of TPB attributes. It is found that perceived train service quality and perceived travel quality have a significant influence on the TPB attributes, which further influence HSR travelers’ travel intention. This study contributes practical implications to destinations and the travel industry that they might attract visitors by marketing the corresponding HSR train service quality and travel experience quality. This also provides recovery guidelines for the transportation and travel industry after the COVID-19 pandemic.
5
Robertson, Sherry, Dan Benardot et Margo Mountjoy. « Nutritional Recommendations for Synchronized Swimming ». International Journal of Sport Nutrition and Exercise Metabolism 24, no 4 (août 2014) : 404–13. http://dx.doi.org/10.1123/ijsnem.2014-0013.
Texte intégralRésumé :
The sport of synchronized swimming is unique, because it combines speed, power, and endurance with precise synchronized movements and high-risk acrobatic maneuvers. Athletes must train and compete while spending a great amount of time underwater, upside down, and without the luxury of easily available oxygen. This review assesses the scientific evidence with respect to the physiological demands, energy expenditure, and body composition in these athletes. The role of appropriate energy requirements and guidelines for carbohydrate, protein, fat, and micronutrients for elite synchronized swimmers are reviewed. Because of the aesthetic nature of the sport, which prioritizes leanness, the risks of energy and macronutrient deficiencies are of significant concern. Relative Energy Deficiency in Sport and disordered eating/eating disorders are also of concern for these female athletes. An approach to the healthy management of body composition in synchronized swimming is outlined. Synchronized swimmers should be encouraged to consume a well-balanced diet with sufficient energy to meet demands and to time the intake of carbohydrate, protein, and fat to optimize performance and body composition. Micronutrients of concern for this female athlete population include iron, calcium, and vitamin D. This article reviews the physiological demands of synchronized swimming and makes nutritional recommendations for recovery, training, and competition to help optimize athletic performance and to reduce risks for weight-related medical issues that are of particular concern for elite synchronized swimmers.
6
Arribalzaga, Soledad, Aitor Viribay, Julio Calleja-González, Diego Fernández-Lázaro, Arkaitz Castañeda-Babarro et Juan Mielgo-Ayuso. « Relationship of Carbohydrate Intake during a Single-Stage One-Day Ultra-Trail Race with Fatigue Outcomes and Gastrointestinal Problems : A Systematic Review ». International Journal of Environmental Research and Public Health 18, no 11 (27 mai 2021) : 5737. http://dx.doi.org/10.3390/ijerph18115737.
Texte intégralRésumé :
Due to the high metabolic and physical demands in single-stage one-day ultra-trail (SOUT) races, athletes should be properly prepared in both physical and nutritional aspects in order to delay fatigue and avoid associated difficulties. However, high carbohydrate (CHO) intake would seem to increase gastrointestinal (GI) problems. The main purpose of this systematic review was to evaluate CHO intake during SOUT events as well as its relationship with fatigue (in terms of internal exercise load, exercise-induced muscle damage (EIMD) and post-exercise recovery) and GI problems. A structured search was carried out in accordance with PRISMA guidelines in the following: Web of Science, Cochrane Library and Scopus databases up to 16 March 2021. After conducting the search and applying the inclusion/exclusion criteria, eight articles in total were included in this systematic review, in all of which CHO intake involved gels, energy bars and sports drinks. Two studies associated higher CHO consumption (120 g/h) with an improvement in internal exercise load. Likewise, these studies observed that SOUT runners whose intake was 120 g/h could benefit by limiting the EIMD observed by CK (creatine kinase), LDH (lactate dehydrogenase) and GOT (aspartate aminotransferase), and also improve recovery of high intensity running capacity 24 h after a trail marathon. In six studies, athletes had GI symptoms between 65–82%. In summary, most of the runners did not meet CHO intake standard recommendations for SOUT events (90 g/h), while athletes who consumed more CHO experienced a reduction in internal exercise load, limited EIMD and improvement in post-exercise recovery. Conversely, the GI symptoms were recurrent in SOUT athletes depending on altitude, environmental conditions and running speed. Therefore, a high CHO intake during SOUT events is important to delay fatigue and avoid GI complications, and to ensure high intake, it is necessary to implement intestinal training protocols.
7
Cheng, Yao, Dong Zou, Weihua Zhang et Zhiwei Wang. « A Hybrid Time-Frequency Analysis Method for Railway Rolling-Element Bearing Fault Diagnosis ». Journal of Sensors 2019 (10 janvier 2019) : 1–12. http://dx.doi.org/10.1155/2019/8498496.
Texte intégralRésumé :
The health condition of rolling-element bearings is important for machine performance and operating safety. Due to external interferences, the impulse-related fault information is always buried in the raw vibration signal. To solve this problem, a hybrid time-frequency analysis method combining ensemble local mean decomposition (ELMD) and the Teager-Kaiser energy operator (TKEO) is proposed for the fault diagnosis of high-speed train bearings. The ELMD method is a significant improvement over local mean decomposition (LMD) for addressing the mode-mixing problem. The TKEO method is effective for separating amplitude-modulated (AM) and frequency-modulated (FM) signals from a raw signal. But it is only valid for monocomponent AM-FM signals. The proposed time-frequency method integrates the advantages of ELMD and TKEO to detect localized defects in rolling-element bearings. First, a raw signal is decomposed into an ensemble of PFs and a residual component using ELMD. A novel sensitive parameter (SP) is introduced to select the sensitive PF that contains the most fault-related information. Subsequently, the TKEO is applied to extract both the amplitude and frequency modulations from the selected PF. The experimental results of rolling element and outer race fault signals confirmed that the proposed method could effectively recover fault information from raw signals contaminated by strong noise and other interferences.
8
Hou, Yafei, Chao Wen, Ping Huang, Liping Fu et Chaozhe Jiang. « Delay recovery model for high-speed trains with compressed train dwell time and running time ». Railway Engineering Science 28, no 4 (24 novembre 2020) : 424–34. http://dx.doi.org/10.1007/s40534-020-00225-8.
Texte intégralRésumé :
AbstractModeling the application of train operation adjustment actions to recover from delays is of great importance to supporting the decision-making of dispatchers. In this study, the effects of two train operation adjustment actions on train delay recovery were explored using train operation records from scheduled and actual train timetables. First, the modeling data were sorted to extract the possible influencing factors under two typical train operation adjustment actions, namely the compression of the train dwell time at stations and the compression of the train running time in sections. Stepwise regression methods were then employed to determine the importance of the influencing factors corresponding to the train delay recovery time, namely the delay time, the scheduled supplement time, the running interval, the occurrence time, and the place where the delay occurred, under the two train operation adjustment actions. Finally, the gradient-boosted regression tree (GBRT) algorithm was applied to construct a delay recovery model to predict the delay recovery effects of the train operation adjustment actions. A comparison of the prediction results of the GBRT model with those of a random forest model confirmed the better performance of the GBRT prediction model.
9
Yang, Xiao Yan, You Gang Xiao et Yu Shi. « Statistical Energy Analysis of Wind Noise in High-Speed Train Cab ». Applied Mechanics and Materials 249-250 (décembre 2012) : 307–13. http://dx.doi.org/10.4028/www.scientific.net/amm.249-250.307.
Texte intégralRésumé :
Statistical energy analysis(SEA) method has many advantages in analysis of high frequency, high modal density and complex dynamic systems. Dividing high-speed train cab into a series of sub-systems, the SEA model of high-speed train cab was established. The factors affecting the cab noise, such as modal density, damping loss factors, coupling loss factors, were gotten by theoretical analysis combined with experiments. Using large eddy simulation method, the fluctuation pressures from train head surface were calculated. Using fluctuation pressure as excitation source, wind noise spectra and power flow of sub-systems in cab were obtained, which provided the basis for the control of high-speed train cab noise.
10
孙, 海荣. « Analysis on the Energy Consumption of High-Speed Train ». Open Journal of Acoustics and Vibration 05, no 04 (2017) : 61–66. http://dx.doi.org/10.12677/ojav.2017.54009.
Texte intégral
11
Castellani, Francesco, Luigi Garibaldi, Alessandro Paolo Daga, Davide Astolfi et Francesco Natili. « Diagnosis of Faulty Wind Turbine Bearings Using Tower Vibration Measurements ». Energies 13, no 6 (20 mars 2020) : 1474. http://dx.doi.org/10.3390/en13061474.
Texte intégralRésumé :
Condition monitoring of gear-based mechanical systems in non-stationary operation conditions is in general very challenging. This issue is particularly important for wind energy technology because most of the modern wind turbines are geared and gearbox damages account for at least the 20% of their unavailability time. In this work, a new method for the diagnosis of drive-train bearings damages is proposed: the general idea is that vibrations are measured at the tower instead of at the gearbox. This implies that measurements can be performed without impacting the wind turbine operation. The test case considered in this work is a wind farm owned by the Renvico company, featuring six wind turbines with 2 MW of rated power each. A measurement campaign has been conducted in winter 2019 and vibration measurements have been acquired at five wind turbines in the farm. The rationale for this choice is that, when the measurements have been acquired, three wind turbines were healthy, one wind turbine had recently recovered from a planetary bearing fault, and one wind turbine was undergoing a high speed shaft bearing fault. The healthy wind turbines are selected as references and the damaged and recovered are selected as targets: vibration measurements are processed through a multivariate Novelty Detection algorithm in the feature space, with the objective of distinguishing the target wind turbines with respect to the reference ones. The application of this algorithm is justified by univariate statistical tests on the selected time-domain features and by a visual inspection of the data set via Principal Component Analysis. Finally, a novelty index based on the Mahalanobis distance is used to detect the anomalous conditions at the damaged wind turbine. The main result of the study is that the statistical novelty of the damaged wind turbine data set arises clearly, and this supports that the proposed measurement and processing methods are promising for wind turbine condition monitoring.
12
Yang, Li Fang, Xiao Wei He et Fan Yu Meng. « Research of Aerodynamic Noise Prediction of High-Speed Train ». Advanced Materials Research 562-564 (août 2012) : 1133–36. http://dx.doi.org/10.4028/www.scientific.net/amr.562-564.1133.
Texte intégralRésumé :
Under the background of China rapid development of high-speed train, this paper aims at prediction of the aerodynamic noise of train, which plays a key factor for controlling the train noise. In order to develop the prediction model of the aerodynamic noise of train, first the finite and boundary element theory are utilized to calculate the fluctuation pressure of the motion train; then Statistical Energy Analysis (SEA) model of the train noise is built and the SEA parameters are calculated. Based on the above models, the prediction method of aerodynamic noise of train is developed to calculate the train noise with train velocity.
13
Chen, Dingjun, Sihan Li, Junjie Li, Shaoquan Ni et Xiaolong Liu. « Optimal High-Speed Railway Timetable by Stop Schedule Adjustment for Energy-Saving ». Journal of Advanced Transportation 2019 (8 décembre 2019) : 1–9. http://dx.doi.org/10.1155/2019/4213095.
Texte intégralRésumé :
Timetable optimization techniques offer opportunity for saving energy and hence reducing operational costs for high-speed rail services. The existing energy-saving timetable optimization is mainly concentrated on the train running state adjustment and the running time redistribution between two stations. Not only the adjustment space of timetables is limited, but also it is hard for the train to reach the optimized running state in reality, and it is difficult to get feasible timetable with running time redistribution between two stations for energy-saving. This paper presents a high-speed railway energy-saving timetable based on stop schedule optimization. Under the constraints of safety interval and stop rate, with the objective of minimizing the increasing energy consumption of train stops and the shortest travel time of trains, the high-speed railway energy-saving timetable optimization model is established. The fuzzy mathematics programming method is used to design an efficient algorithm. The proposed model and algorithm are demonstrated in the actual operation data of Beijing-Shanghai high-speed railway. The results show that the total operating energy consumption of the train is reduced by 3.7%, and the total travel time of the train is reduced by 11 minutes.
14
Li, Benhuai, Zhaijun Lu, Kaibo Yan, Sisi Lu, Lingxiang Kong et Ping Xu. « Experimental study of a honeycomb energy-absorbing device for high-speed trains ». Proceedings of the Institution of Mechanical Engineers, Part F : Journal of Rail and Rapid Transit 234, no 10 (20 octobre 2019) : 1170–83. http://dx.doi.org/10.1177/0954409719882564.
Texte intégralRésumé :
Aluminium honeycomb is a light weight, thin-walled material with a typical multi-cellular construction and a good strength-to-weight ratio. Therefore, aluminium honeycomb can be used as an energy-absorbing device for high-speed trains. Due to its large mass and high operating speed, a high-speed train can generate large impact energy. Thus, an energy-absorbing device with a greater energy absorption capability must be designed for high-speed trains. To reduce the aerodynamic drag, the cross-sectional area of a high-speed train is limited. Therefore, a honeycomb energy-absorbing device should be designed in such a way that it is longer than the traditional energy-absorbing devices; however, this may lead to bending, destruction and uncontrollable deformation of the honeycomb; these factors are not conducive for energy absorption. In this paper, a sleeve structure was designed for high-speed trains, and a crash experiment of the energy-absorbing structure showed that the bending and destruction of the honeycomb energy-absorbing device are effectively suppressed compared with the ordinary honeycomb energy-absorbing structure. Moreover, the fluctuation of the crash force was smaller and the crash force is more stable than the traditional thin-walled energy-absorbing structure. Therefore, the deformation instability problem of the ordinary honeycomb energy-absorbing structure and the crash force fluctuation problem of the traditional thin-walled energy-absorbing structure can be solved. Then, a crash experiment and simulation involving a high-speed train with improved honeycomb energy-absorbing device was carried out, and the results showed that the deformation of the end of the train body was stable and controllable, and the train body deceleration satisfied the collision standard EN15227.
15
Pshikhopov, Viacheslav, Mikhail Medvedev et Anatoly Gaiduk. « Control Method for Vehicles on Base of Natural Energy Recovery ». Applied Mechanics and Materials 670-671 (octobre 2014) : 1330–36. http://dx.doi.org/10.4028/www.scientific.net/amm.670-671.1330.
Texte intégralRésumé :
This paper is devoted to vehicle movement control method based on the natural energy recovery [1] and position-path control approach [2,3,4]. This method ensures the fullest use of kinematic energy of the controlled vehicle. Method is applied for path profile with variable height. Vehicle velocity is changed to minimize kinematic energy losses. The time of the path passage is accounted in the designed method. In this report typical profiles of the controlled vehicle are considered. In general case the vehicle velocity program is developed on base of solutions for typical profiles. The vehicle velocity program is changing while vehicle is moving. The developed method is applied for control of trains implemented with electrical power drives. On base of train model studying it is proved that optimal mode of trains acceleration is maximal traction. The maximal traction ensures minimum energy consumption of train drives. But the traction of trains is extreme function of the speed wheel slip [5, 6]. Therefore the new extreme control for the train drives is developed. This method supports trains traction in extreme value. The developed method is implemented in simulator based on Matlab and Universal Mechanism. Movement of a freight train on a real track section is simulated.
16
Zhan, Shuguang, Pengling Wang, S. C. Wong et S. M. Lo. « Energy-efficient high-speed train rescheduling during a major disruption ». Transportation Research Part E : Logistics and Transportation Review 157 (janvier 2022) : 102492. http://dx.doi.org/10.1016/j.tre.2021.102492.
Texte intégral
17
Li, Liang, Wei Dong, Yindong Ji et Zengke Zhang. « A minimal-energy driving strategy for high-speed electric train ». Journal of Control Theory and Applications 10, no 3 (1 juillet 2012) : 280–86. http://dx.doi.org/10.1007/s11768-012-1129-0.
Texte intégral
18
Liu, Dongrun, Tiantian Wang, Xifeng Liang, Shi Meng, Mu Zhong et Zhaijun Lu. « High-speed train overturning safety under varying wind speed conditions ». Journal of Wind Engineering and Industrial Aerodynamics 198 (mars 2020) : 104111. http://dx.doi.org/10.1016/j.jweia.2020.104111.
Texte intégral
19
Li, Song Yan, Zhi Jun Zheng et Ji Lin Yu. « Mechanical Analysis of a Cowcatcher for a High-Speed Train in Crashing ». Applied Mechanics and Materials 437 (octobre 2013) : 18–21. http://dx.doi.org/10.4028/www.scientific.net/amm.437.18.
Texte intégralRésumé :
A finite element model of a cowcatcher mounted at the front of a high-speed train is established and the processes when the head car crashes a rigid wall or an obstacle at different speeds are simulated by using ANSYS/LS-DYNA software. The results show that with the cowcatcher the passenger deceleration would decrease and the kinetic energy can be absorbed more quickly when the head car crashes a rigid wall. When a train crashes an obstacle on the track at a low speed, say 10m/s, the obstacle is turned up, which may destroy upper structures of the train. When the speed is high, say 50m/s, the obstacle will crash into the cowcatcher and the kinetic energy of the train will be absorbed by the front part of the cowcatcher.
20
Zhou, Hao, Yiming Wan, Hao Ye, Ming Jiang et Jia Wang. « Real-time energy-efficient optimal control of high-speed electric train ». Control Engineering Practice 112 (juillet 2021) : 104825. http://dx.doi.org/10.1016/j.conengprac.2021.104825.
Texte intégral
21
Hur, Nahmkeon, Sa Ryang Kim, Chan-Shik Won et Chang-koon Choi. « Wind load simulation for high-speed train stations ». Journal of Wind Engineering and Industrial Aerodynamics 96, no 10-11 (octobre 2008) : 2042–53. http://dx.doi.org/10.1016/j.jweia.2008.02.046.
Texte intégral
22
Muñoz-Paniagua, J., et J. García. « Aerodynamic drag optimization of a high-speed train ». Journal of Wind Engineering and Industrial Aerodynamics 204 (septembre 2020) : 104215. http://dx.doi.org/10.1016/j.jweia.2020.104215.
Texte intégral
23
Meng, Xuelei, Yahui Wang, Li Lin, Lei Li et Limin Jia. « An Integrated Model of Train Re-Scheduling and Control for High-Speed Railway ». Sustainability 13, no 21 (28 octobre 2021) : 11933. http://dx.doi.org/10.3390/su132111933.
Texte intégralRésumé :
The goal of train re-scheduling is redesigning the time when trains arrive at and depart from stations of a railway section, and train control problem refers to determining the operating mode for a train in a railway section. It is quite necessary to study the two problems together, and they can be viewed as a theory base for self-driving study. We build a novel model to deal with train re-scheduling and train control problem synthetically. The approach is divided into two stages. The first stage is train re-scheduling, determining the arrival and departure time for trains. Depending on the arrival and departure time, the train running time can be calculated and it is set to be the constraint of the train control model. The destination of the second stage model is to save tracking energy in train operation process, determining the traction plan in each segment of a section between two stations. We also design a quantum-inspired particle swarm optimization algorithm to solve the integrated model. A computation case is presented to prove the availability of the approach. It can generate the re-scheduled timetable and train control plan synthetically with the approach presented in this paper. The main contribution of this paper is to propose a novel approach to solve train re-scheduling problem and train control problem synthetically. It can also provide supporting information for both the dispatchers and the train drivers to improve the on schedule rate and reduce the energy consumption. Furthermore, it may provide some valuable reference for the realization of automatic train driving.
24
Liu, Jiali, Mengge Yu, Dawei Chen et Zhigang Yang. « Study on Interior Aerodynamic Noise Characteristics of the High-Speed Maglev Train in the Low Vacuum Tube ». Applied Sciences 12, no 22 (11 novembre 2022) : 11444. http://dx.doi.org/10.3390/app122211444.
Texte intégralRésumé :
As the next-generation high-speed transportation system, the low vacuum tube high-speed maglev system combines the tube with a certain degree of vacuum with the high-speed maglev train, which can realize high-speed operation under low aerodynamic resistance and noise mode. In order to study the interior aerodynamic noise characteristics of the high-speed maglev train in the low vacuum tube, a computational model of the external flow field of the high-speed maglev train in a low vacuum tube was established, and the computational model of the interior aerodynamic noise of the high-speed maglev train was established using the statistical energy analysis method; then the interior aerodynamic noise characteristics of the high-speed maglev train in the low vacuum tube were studied. The research results show that in the low vacuum tube, the distribution of the interior aerodynamic noise of the high-speed maglev train shows the characteristics of large head car and tail car and small middle car, and the aerodynamic noise on the top of the car is smaller than that on the floor. With the increase in frequency, the sound pressure level of the interior aerodynamic noise of the high-speed maglev train has the tendency of increasing first and then decreasing, and the main energy of the interior aerodynamic noise is distributed in the range of 200–1000 Hz. From the perspective of the total sound pressure level of the interior aerodynamic noise, the interior aerodynamic noise of the tail car is the greatest, followed by the head car, and the interior aerodynamic noise of the middle car is the smallest. As the direction of the travel of the maglev train will change, the optimization design of the interior aerodynamic noise of the head and tail cars should be emphasized.
25
Noh, Hee-Min. « Acoustic energy harvesting using piezoelectric generator for railway environmental noise ». Advances in Mechanical Engineering 10, no 7 (juillet 2018) : 168781401878505. http://dx.doi.org/10.1177/1687814018785058.
Texte intégralRésumé :
High-speed trains have a sustained high-noise level for long periods during operation. Although such high-noise levels are effective for acoustic energy harvesting, a practical design for an acoustic energy harvesting system from a high-speed train is lacking. In this study, the design of an energy harvesting system was implemented utilizing noise from a high-speed train during practical operation. We investigated the noise generated from a high-speed train and derived the characteristics of the main noise sources. The results confirmed that low-frequency noise of 50–200 Hz was generated in the passenger, cab, and between car sections. Results from this investigation were used to design a Helmholtz resonator for a target noise of 174 Hz based on a theoretical model. Moreover, numerical simulation was conducted using sound source speakers to investigate vibrations in the walls of the resonator. Finally, energy harvesting experiments were conducted using various types of piezoelectric elements such as rectangular and circular plates. Experimental results indicate that approximately 0.7 V was generated for an incident sound pressure level of 100 dB using a large rectangular plate. Such power level is sufficient to power a variety of low-power electric devices.
26
Liu, Ji Zhou, Ren Xian Li et Peng Xiang Cui. « Numerical Analysis of the Surface Aerodynamic Noise of the CRH3 High Speed Train ». Advanced Materials Research 1044-1045 (octobre 2014) : 643–49. http://dx.doi.org/10.4028/www.scientific.net/amr.1044-1045.643.
Texte intégralRésumé :
For high speed trains running at 300km/h or more, the aerodynamic noise becomes the primary noise source. A good knowledge of the location, spectral characteristics and propagation behavior of the noise source and the corresponding methods to reduce the effect of the aerodynamic noise are of crucial necessity during the design process of the high speed train. Based on the Lighthill Analogy, the pressure fluctuation of air at the surface of the train is acquired by simulating the flow field of a CRH3 high speed train running at 200 km/h, 300 km/h, 400 km/h and 500km/h by means of large eddy simulation method. By Fourier transformation, the distribution and the spectral characteristics of the surface acoustic dipole sources are obtained. The analysis of the results shows that the aerodynamic noise of the high speed train is a broadband noise with a strong radiation power band from 50Hz to 1000Hz. The dipole acoustic power calculated by statistically averaged on train surface is found to be proportional to the sixth power of running speed of the high speed train. The first and second bogie, the inter-car gap, the air deflector of the power train and the train nose of the last wagon are the main noise sources that contain high radiation energy.
27
Tan, Xiao-Ming, Hui-fang Liu, Zhi-Gang Yang, Jie Zhang, Zhong-gang Wang et Yu-wei Wu. « Characteristics and Mechanism Analysis of Aerodynamic Noise Sources for High-Speed Train in Tunnel ». Complexity 2018 (9 décembre 2018) : 1–19. http://dx.doi.org/10.1155/2018/5858415.
Texte intégralRésumé :
We aim to study the characteristics and mechanism of the aerodynamic noise sources for a high-speed train in a tunnel at the speeds of 50 m/s, 70 m/s, 83 m/s, and 97 m/s by means of the numerical wind tunnel model and the nonreflective boundary condition. First, the large eddy simulation model was used to simulate the fluctuating flow field around a 1/8 scale model of a high-speed train that consists of three connected vehicles with bogies in the tunnel. Next, the spectral characteristics of the aerodynamic noise source for the high-speed train were obtained by performing a Fourier transform on the fluctuating pressure. Finally, the mechanism of the aerodynamic noise was studied using the sound theory of cavity flow and the flow field structure. The results show that the spectrum pattern of the sound source energy presented broadband and multipeak characteristics for the high-speed train. The dominant distribution frequency range is from 100 Hz to 4 kHz for the high-speed train, accounting for approximately 95.1% of the total sound source energy. The peak frequencies are 400 Hz and 800 Hz. The sound source energy at 400 Hz and 800 Hz is primarily from the bogie cavities. The spectrum pattern of the sound source energy has frequency similarity for the bottom structure of the streamlined part of the head vehicle. The induced mode of the sound source energy is probably the dynamic oscillation mode of the cavity and the resonant oscillation mode of the cavity for the under-car structure at 400 Hz and 800 Hz, respectively. The numerical computation model was checked by the wind tunnel test results.
28
Wang, Rong, Wan Li, Lizhi Tan, Haiyu Liu, Qiqing Le, Songyun Jiang et Kevin T. Nguyen. « Pantograph Catenary Performance Detection of Energy High-Speed Train Based on Machine Vision ». Mathematical Problems in Engineering 2022 (8 août 2022) : 1–8. http://dx.doi.org/10.1155/2022/9680545.
Texte intégralRésumé :
With the rapid development of high-speed rail in China, addressing the issue of safety assurance during the operation of the train is very important. A very important part of a train’s power supply system is the pantograph and catenary system, which consists of a pantograph and a catenary. Failure of the pantograph-catenary system can cause significant damage to the normal operation of the train. The dynamic performance of the pantograph-catheter system must be detected in real time during the operation of the train. This paper is based on the study and analysis of pantograph-catheter dynamic performance parameters and developed a system for real-time detection of pantograph-catheter dynamic performance parameters based on a car visual system. The results are as follows: based on this detection method, the visual error is low and the accuracy is high. The machine-based directional height detection module developed in this paper has a good detection effect and high test accuracy; the arcing detection module designed in this paper can effectively detect the arcing and store the arcing pictures and can display the duration of single arcing and the arcing rate of the section in real-time. The practical application effect is good. The results show that the focal length of the camera lens is 16 mm, and the error of the machine vision system is low. The system designed in this paper may make a great contribution to the operation condition monitoring and fault diagnosis of the pantograph-catenary system of a high-speed train in the future.
29
Nefedova, S., L. Karpova, A. Korovushkin, P. Vandyshev et E. Shashurina. « УВЕЛИЧЕНИЕ СРОКОВ ИСПОЛЬЗОВАНИЯ КУР-НЕСУШЕК ПРОМЫШЛЕННОГО СТАДА С РАННИМ ПРИМЕНЕНИЕМ ПРЕДКЛАДКОВОГО РАЦИОНАИ ФОРСИРОВАНИЕМ ЛИНЬКИ ». VESTNIK RIAZANSKOGO GOSUDARSTVENNOGO AGROTEHNOLOGICHESKOGO UNIVERSITETA IM. P.A. KOSTYCHEVA, no 3(43) (27 septembre 2019) : 43–49. http://dx.doi.org/10.36508/rsatu.2019.43.41335.
Texte intégralRésumé :
Увеличение сроков использования курнесушек является актуальной задачей для современного птицеводства. Методом регуляции сроков продуктивного периода курнесушек является применение форсирования линьки. Для ускорения сроков линьки необходимо стрессировать кур, адаптированных к современным системам производства, обладающих высокими воспроизводительными качествами. Важно, чтобы птице была обеспечена эффективная конверсия питательных веществ и кормовой энергии. Такой птице возможно ускорить сроки естественной линьки с последующим быстрым восстановлением яйценоскости. Сезонная линька у кур происходит вследствие врожденной приспособительной реакции организма к экологическим, физиологическим и производственным факторам. К таковым относятся: изменение кормления и поения птицы, сокращение светового дня, уменьшение освещенности и температуры в птичнике и т.д. Для внедрения в птицеводство методов, позволяющих увеличить сроки использования курнесушек, предлагается технология их кормления с ранним применением предкладкового рациона и форсированием линьки. Оптимальным режимом эксплуатации курнесушек при форсировании линьки молодняка является 6264недельный возраст при 60й интенсивности яйцекладки с учетом 14недельного возраста молодняка для предкладкового периода. Яичная продуктивность несушкипри этом в начале цикла яйцекладки составит в среднем 912535 шт. и в середине цикла 920 610 шт. яиц количество выбраковки 16. Сроки эксплуатации курнесушек с применением принудительной линьки увеличивается на 32 недели. Экономическая эффективность при применении раннего предкладкового рациона с последующим форсированием линьки у кур в возрасте 6264 недели, следующая: на 1000 яиц 94 руб. всего 448 тыс. руб.Increasing the use of laying hens is an urgent task for modern poultry. Method of regulation of the timing of the productive period of the hens is the application of force molting. To speed up the molting time it is necessary to train chickens adapted to modern production systems with high reproductive qualities. It is important that the bird has been provided effective conversion of nutrients and feed energy. Such a bird may accelerate the timing of natural molting, followed by rapid recovery of egg production. Seasonal moulting in chickens occurs as a result of the bodys innate adaptive response to environmental, physiological and production factors. These include: change in feeding and watering poultry, reduced daylight, reduced light and temperature in the poultry house, etc. Relevant to introduce poultry farming methods to increase the timing of the use of laying hens. For this purpose, the technology of their feeding with the early use of prelaying diet and forcing molt. The optimal mode of operation of laying hens when forcing molting young is 6264week age at 60 intensity of oviposition, taking into account the 14week age of young animals for the prelaying period. Egg production in the initial and the average hen will, on average, 912 and 920 of eggs the number of culling 16 . At the same time, the dynamics of the service life of laying hens with the use of forced moulting increases by 32 weeks. Economic efficiency, when applied early diet with the subsequent forcing of molting in chickens at the age of 6264 weeks, the following: per 1,000 eggs 94 rub. just 448 thousand rub.
30
Yang, Xiao-Mei, Chun-Xu Qu, Ting-Hua Yi, Hong-Nan Li et Hua Liu. « Modal Analysis of a Bridge During High-Speed Train Passages by Enhanced Variational Mode Decomposition ». International Journal of Structural Stability and Dynamics 20, no 13 (6 juillet 2020) : 2041002. http://dx.doi.org/10.1142/s0219455420410023.
Texte intégralRésumé :
Modal analysis of bridge under high-speed trains is essential to the design and health monitoring of bridge, but it is difficult to be implemented since the vehicle–bridge interaction (VBI) effect is involved. In this paper, the time–frequency analysis technique is performed on the non-stationary train-induced bridge responses to estimate the frequency variations. To suppress the interference terms in time–frequency analysis but preserve the time-variant characteristics of responses, the enhanced variational mode decomposition (VMD) is proposed, which is used to decompose the train-induced dynamic response into many of envelope-normalized intrinsic mode functions (IMFs). Then the short-time Fourier transform is applied to observe the time–frequency energy distribution of each IMF. The train-induced bridge signals measured from a large-scale high-speed railway bridge are analyzed in this paper. The IMFs associated with the pseudo-frequencies caused by train or the resonant frequencies of bridge are distinguished. And, frequency variations are captured from the time–frequency energy distributions of envelope-normalized IMFs. The results show the proposed method can extract the frequency variations of low-energy IMFs effectively, which are hard to be observed from the time–frequency energy distribution of train-induced bridge response. The instantaneous frequency characteristics extracted from the train-induced bridge response could be the important support for investigating the VBI effect of train–bridge system.
31
Liu, Wen, Dilong Guo, Zijian Zhang, Dawei Chen et Guowei Yang. « Effects of Bogies on the Wake Flow of a High-Speed Train ». Applied Sciences 9, no 4 (21 février 2019) : 759. http://dx.doi.org/10.3390/app9040759.
Texte intégralRésumé :
The wake region of high-speed trains is an area of complex turbulent flow characterized by the periodic generation and shedding of vortices, which causes discomfort to passengers and affects the stability and safety of the train. In this study, the unsteady characteristics of the wake flows of three 1:1 scale China Railway High-Speed 380A (CRH380A) high-speed train models with different degrees of simplification were numerically investigated using the improved delayed detached eddy simulation (IDDES) method. Analyses of the aerodynamic forces, train-induced slipstream, and turbulent kinetic energy (TKE) were conducted to determine the effects of the bogies on the wake flow of the high-speed train. It was found that the existence of bogies on the bottom of the train, especially the last bogie, not only enhanced the wake flow but also introduced large perturbances into the wake flow. Moreover, the generation and evolution of the vortices in the wake flows were determined by analyzing the instantaneous flow fields and coherent flow structures that were obtained by the dynamic mode decomposition (DMD) method. The results showed that a pair of large, counter-rotating streamwise vortices in the real model of the high-speed train was generated by the cowcatcher and their intensity was significantly enhanced by perturbances that were introduced by the bogies on the bottom of the train.
32
HAGIWARA, YOSHIYASU. « Energy conservation of railway vehicles. 2 Energy conservation effect of Shinkansen high speed train. » Journal of the Institute of Electrical Engineers of Japan 123, no 7 (2003) : 406–9. http://dx.doi.org/10.1541/ieejjournal.123.406.
Texte intégral
33
Zou, Fu, He, Cai, Zhou et Zhou. « Wind Load Characteristics of Wind Barriers Induced by High-Speed Trains Based on Field Measurements ». Applied Sciences 9, no 22 (13 novembre 2019) : 4865. http://dx.doi.org/10.3390/app9224865.
Texte intégralRésumé :
This paper focuses on field measurements and analyses of train-generated wind loads on wind barriers (3.0 m height and porosity 0%) with respect to different running speeds of the CRH380A EMU vehicle. Multi-resolution analysis was conducted to identify the pressure distribution in different frequency bands. Results showed that the wind pressure on the wind barrier caused by train-induced wind had two significant impacts with opposite directions, which were the “head wave” and “tail wave”. The peak wind pressure on the wind barrier was approximately proportional to the square of the speed of the train, and the peak wind pressure decreased rapidly along the wind barrier height from the bottom of the wind barrier. The maximum wind pressure occurred at the rail surface height. Furthermore, results of the multi-resolution analysis illustrated that the energy of the frequency band from 0 to 2.44 Hz accounted for 94% of the total energy. This indicated that the low-frequency range component of the wind pressure dominated the design of the wind barrier. The frequency of pulse excitation of train-induced wind loads may overlap with the natural frequency of barriers, and may lead to fatigue failure due to cyclic loads generated by the repeated passage of high-speed trains. In addition, the speed of the train had a negligible effect on the energy distribution of the wind pressure in the frequency domain, while the extreme pressure increased slightly with the increase of the speed of the train.
34
Zhang, Xiao Feng, You Gang Xiao, He Lian Deng et Jian Feng Huang. « Investigation of Pantograph Effect on High-Speed Train Noise ». Applied Mechanics and Materials 233 (novembre 2012) : 239–42. http://dx.doi.org/10.4028/www.scientific.net/amm.233.239.
Texte intégralRésumé :
Using microphone and removable planar microphone array, the exterior and interior vehicle noise near pantograph were investigated when the train ran at 250-350km/h, the noise spectrum characters of these areas were obtained. The results show that at the pantograph seat and in the vehicle below pantograph, the noise spectrum show a broad band distribution, and the noise energy is mainly concentrated within the range of 100Hz-2kHz. Interior vehicle noise below pantograph is a non-uniform reverberant sound field, the regions with larger sound pressure level (SPL) are distributed near the roof, the floor, the side wall below the luggage. For reducing interior vehicle noise below pantograph, such measures as using low noise pantograph, adding sound insulation pad, filling sound absorption materials and improving sealing performance should be taken, and these measures should be effective at 100Hz-2kHz.
35
Li, Ji Shan, He Ping Li, Biao Qiang Jiao, Bao Jia Lv, De Feng Chen et Lei Lei Gu. « Development of Cast Steel for Brake Disc of High-Speed Train ». Applied Mechanics and Materials 419 (octobre 2013) : 370–75. http://dx.doi.org/10.4028/www.scientific.net/amm.419.370.
Texte intégralRésumé :
In this paper, based the actual application condition of domestic and international brake disc for high-speed train, the low-alloy cast steel of the brake disc for high-speed train is developed. The chemical composition, melting and casting processes as well as heat treatment technology of disc material are studied. The new low-alloy cast steel has the ideal metallographic microstructure, proper physical and mechanical properties. The tensile strength is more than 1100Mpa in 20°C condition, the impact energy value (Aku2) is more than 8J in-60°C condition. The test results show the new low-alloy cast steel developed can meet the brake disc performance requirements for 380km/h high-speed train.
36
Zhang, Ka, Jianwei Yang, Changdong Liu, Jinhai Wang et Dechen Yao. « Dynamic Characteristics of a Traction Drive System in High-Speed Train Based on Electromechanical Coupling Modeling under Variable Conditions ». Energies 15, no 3 (7 février 2022) : 1202. http://dx.doi.org/10.3390/en15031202.
Texte intégralRésumé :
The traction drive system of a high-speed train has a vital role in the safe and efficient operation of the train. This paper established an electromechanical coupling model of a high-speed train. The model considers the interaction of the gear pair, the equivalent connecting device of the transmission system, the equivalent circuit of the traction motor, and the direct torque control strategy. Moreover, the numerical simulation of the high-speed train model includes constant speed, traction, and braking conditions. The results indicate that the meshing frequency and the high harmonics rotation frequency constitute the stator current. Furthermore, both frequencies are evident during constant speed. However, they are blurry among other conditions except for twice the rotation frequency. Meanwhile, the rotor and stator currents’ root-mean-square (RMS) values during traction are less than the RMS value during braking. The initiation of traction and braking causes a significant increase in current. During the traction and braking process, the RMS value of the current gradually decreases. Therefore, it is necessary to pay attention to the impact of the transition process on system reliability.
37
Muto, D., Y. Takano, M. Takeichi, K. Makino et M. Shigeyama. « D102 STATISTICAL ENERGY ANALYSIS OF INTERIOR NOISE IN A HIGH-SPEED TRAIN ». Proceedings of International Symposium on Seed-up and Service Technology for Railway and Maglev Systems : STECH 2003 (2003) : 136–40. http://dx.doi.org/10.1299/jsmestech.2003.136.
Texte intégral
38
Crescimbini, Fabio, Alessandro Lidozzi, Giovanni Lo Calzo et Luca Solero. « High-Speed Electric Drive for Exhaust Gas Energy Recovery Applications ». IEEE Transactions on Industrial Electronics 61, no 6 (juin 2014) : 2998–3011. http://dx.doi.org/10.1109/tie.2013.2271602.
Texte intégral
39
Zhou, Sufen, et Jianyong Zuo. « Simulation of Brake Disc Resistance Torque of High-speed Train Considering Air Flow Field ». Journal of Physics : Conference Series 2383, no 1 (1 décembre 2022) : 012083. http://dx.doi.org/10.1088/1742-6596/2383/1/012083.
Texte intégralRésumé :
In order to study the flow field characteristics in the transfer rack area during the operation of high-speed train and the influence law on the wind resistance torque of brake disc, the train aerodynamic model is established, and the flow field of high-speed train under six working conditions of 200km-450km per hour is simulated. The calculation results show that the resistance and torque of the brake disc are directly proportional to the square of the speed, and the power consumption is directly proportional to the cubic of the speed. When the train runs at 450km / h, the maximum wind resistance torque of a single brake disc can reach 71.26Nm. The energy loss caused by the brake disc resistance torque accounts for 31.32% of the total power consumption of the bogie, which is 2.47 times of the contribution value of brake disc resistance power consumption.
40
Zhu, Xiao Yu, et Jian Yong Zuo. « Power Consumption Analysis of High-Speed Train’s Brake Discs ». Advanced Materials Research 765-767 (septembre 2013) : 120–24. http://dx.doi.org/10.4028/www.scientific.net/amr.765-767.120.
Texte intégralRésumé :
Apart from the aerodynamic drag produced by transitional motion of high-speed train, the rotational parts of the train, especially the ventilated discs mounted on axles, would also cause resistance torques due to air pumping effect, which consume traction power. In this paper the train running process is divided into traction, uniform running and braking three phases, then the power consumed by the brake discs as well as the proportion of which in total traction or braking power during the three periods is calculated based on kinetic energy theorem. The results indicate that, during traction and uniform running period, the power consumption of brake discs shares 2.84% and 12.87% of total traction power, and in brake stage, the proportion is 0.78%. What is more, in the uniform running phase, the proportion of brake discs power consumption caused by resistance torque can reach to 7.68%. If the air inlet of brake disc is blocked during traction and uniform running period to weaken air pumping effect, the useless power consumption can be effectively reduced and the traction efficiency can be improved.
41
Fan, Hong Qiang, Ke Ping Li et Bin Jia. « The Influence of Network Bottleneck on Train Energy Consumption in Railway Traffic ». Applied Mechanics and Materials 631-632 (septembre 2014) : 737–42. http://dx.doi.org/10.4028/www.scientific.net/amm.631-632.737.
Texte intégralRésumé :
In this paper, an improved cellular automaton model is proposed to simulate train movement by considering reaction time and coasting strategy. Our study is focused on the factors which influence the train energy consumption around network bottleneck (i.e. stations). Here the laws of the propagation of train delay are also discussed. The simulation results demonstrate that the proposed model is suitable for simulating the train movement under high speed condition.
42
Fang, Xiao Chun, Zhong Ping Yang, Fei Lin et Jin Fei Qin. « Study Platform for AC Transmission System of High-Speed Train ». Applied Mechanics and Materials 260-261 (décembre 2012) : 505–10. http://dx.doi.org/10.4028/www.scientific.net/amm.260-261.505.
Texte intégralRésumé :
Demand for CRH (China Railways High-Speed) trains, both in quantity and types, is increasing because of the rapid development of high-speed railway in China. To support the improvement and development the AC transmission system of these trains, a study platform is proposed in this paper. Target of the platform is supporting the study which contains design, verification, display etc. in detail. Platform framework is described in this paper. And the results of study on transmission system temperature rise and energy-saving operation strategy of high-speed train based on the platform are displayed. Availability of the study platform is verified.
43
Watson, Inara, Amer Ali et Ali Bayyati. « Energy Efficiency of High-Speed Railways n ». Advances in Environmental and Engineering Research 03, no 04 (26 décembre 2022) : 1–22. http://dx.doi.org/10.21926/aeer.2204055.
Texte intégralRésumé :
The world is becoming more dependent on energy resources, which translates into political dependency on energy-exported states. This will significantly impact the economy, transport, and the environment around the world. Railway transport is becoming an essential mode of transportation because it can operate on an electrified network and has zero carbon emissions. High-Speed Railways (HSR) is an energy-intensive transport system, and it is important economically and environmentally to reduce the amount of used energy. This study examined high-speed rail from an energy efficiency point of view and found factors that can significantly reduce the energy consumption of high-speed rail. This research aims to answer the question that motivated this research: what fundamental factors affect the energy consumption of the selected HSR systems? It estimated the dynamic changes in the total energy consumption for seven HSR systems from 2010-2017 and benchmarked the most energy efficient HSR systems. The non-radial Data Envelopment Analyses methodology has been used to fulfil this research. To conduct complex statistical analyses, IBM SPSS has been applied. The main findings have shown that the decrease in vehicle mass, improved design of high-speed rolling stock and increased occupancy of trains will support the reduction of energy consumption by high-speed railways. The changes in energy consumption strongly correlate with the type of high-speed rolling stock and operational strategies. The expected outcomes of this research will contribute to developing and advancing more sustainable HSR systems. This research will support train operators in making decisions when acquiring new trains and assess the benefits of acceleration in modernising the current rolling stock.
44
Tan, Zhaoxiang, Shaofeng Lu, Kai Bao, Shaoning Zhang, Chaoxian Wu, Jie Yang et Fei Xue. « Adaptive Partial Train Speed Trajectory Optimization ». Energies 11, no 12 (26 novembre 2018) : 3302. http://dx.doi.org/10.3390/en11123302.
Texte intégralRésumé :
Train speed trajectory optimization has been proposed as an efficient and feasible method for energy-efficient train operation without many further requirements to upgrade the current railway system. This paper focuses on an adaptive partial train speed trajectory optimization problem between two arbitrary speed points with a given traveling time and distance, in comparison with full speed trajectory with zero initial and end speeds between two stations. This optimization problem is of interest in dynamic applications where scenarios keep changing due to signaling and multi-train interactions. We present a detailed optimality analysis based on Pontryagin’s maximum principle (PMP) which is later used to design the optimization methods. We propose two optimization methods, one based on the PMP and another based on mixed-integer linear programming (MILP), to solve the problem. Both methods are designed using heuristics obtained from the developed optimality analysis based on the PMP. We develop an intuitive numerical algorithm to achieve the optimal speed trajectory in four typical case scenarios; meanwhile, we propose a new distance-based MILP approach to optimize the partial speed trajectory in the same scenarios with high modeling precision and computation efficiency. The MILP method is later used in a real engineering speed trajectory optimization to demonstrate its high computational efficiency, robustness, and adaptivity. This paper concludes with a comparison of both methods in addition to the widely applied pseudospectral method and propose the future work of this paper.
45
Yu, Xueqiao, Maoxiang Lang, Yang Gao, Kai Wang, Ching-Hsia Su, Sang-Bing Tsai, Mingkun Huo, Xiao Yu et Shiqi Li. « An Empirical Study on the Design of China High-Speed Rail Express Train Operation Plan—From a Sustainable Transport Perspective ». Sustainability 10, no 7 (16 juillet 2018) : 2478. http://dx.doi.org/10.3390/su10072478.
Texte intégralRésumé :
The sustained and steady development of China’s economy has led to the rapid improvement of the logistics. At the same time, the rise of the e-commerce mode has given rise to a huge demand for express delivery and the express industry has entered a period of boom. Fortunately, China’s high-speed rail network has been networked, and the development of a high-speed rail express train has entered the test stage. After the high-speed rail express train is put into use, it could effectively relieve the pressure of highway transportation and significantly reduce transport pollution. To make better use of high-speed rail transport resources and give full play to its green and efficient advantages, this study established a two-stage model of a high-speed rail express train operation plan. In the first stage, a train candidate set generation model aiming for the minimum total cost of train operation was established that considered the high-speed line carrying capacity, section flow capacity, and OD requirement satisfaction constraints, which reduces the scale of train spare parts and improves the efficiency of solution. In addition, a column generation algorithm was designed to solve the model. In the second stage, an accurate flow distribution model aiming for the optimal economic efficiency was established, and then the high-speed express train operation plan was designed completely. The computational results are encouraging and demonstrate the effectiveness of the model and solution method.
46
Wu, Zhenfeng, Enyu Yang et Wangcai Ding. « Design of large-scale streamlined head cars of high-speed trains and aerodynamic drag calculation ». Archives of Transport 44, no 4 (30 novembre 2017) : 89–97. http://dx.doi.org/10.5604/01.3001.0010.6164.
Texte intégralRésumé :
Aerodynamic drag plays an important role in high-speed trains, and how to reduce the aerodynamic drag is one of the most important research subjects related to modern railway systems. This paper investigates a design method for large-scale streamlined head cars of high-speed trains by adopting NURBS theory according to the outer surface characteristics of trains. This method first created the main control lines of the driver cab by inputting control point coordinates; then, auxiliary control lines were added to the main ones. Finally, the reticular region formed by the main control lines and auxiliary ones were filled. The head car was assembled with the driver cab and sightseeing car in a virtual environment. The numerical simulation of train flow field was completed through definition of geometric models, boundary conditions, and space discretization. The calculation results show that the aerodynamic drag of the high-speed train with large-scale streamlined head car decreases by approximately 49.3% within the 50-300 km/h speed range compared with that of the quasi-streamlined high-speed train. This study reveals that the high-speed train with large-scale streamlined head car could achieve the purpose of reducing running aerodynamic drag and saving energy, and aims to provide technical support for the subsequent process design and production control of high-speed train head cars.
47
Lai, S. K., C. Wang, L. H. Zhang et Y. Q. Ni. « Realizing a Self-powered Real-time Monitoring System on High-speed Trains ». INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no 6 (1 août 2021) : 434–41. http://dx.doi.org/10.3397/in-2021-1476.
Texte intégralRésumé :
The development of the worldwide high-speed rail network is expanding at a rapid pace, imposing great challenges on the operation safety. Recent advances in wireless communications and information technology can integrate the Internet of Things and cloud computing to form a real-time monitoring platform of high-speed trains. To realize this system, a sustainable power source is indispensable. In this case, an ideal solution is to deploy a vibration-based energy harvester instead of batteries for the electrical supply of wireless sensors/devices, as vibrations induced by rail/wheel contact forces and vehicle dynamics are an abundant energy source. To address this challenge, a multi-stable, broadband and tri-hybrid energy harvesting technique was recently proposed, which can work well under low-frequency, low-amplitude, and time-varying ambient sources. In this work, we will introduce our idea, following the recently proposed energy harvester and the dynamic responses of a train vehicle, to design a self-sustained sensing system on trains. Supported by this self-powered system, accelerometers and microphones deployed on an in-service train (in axle boxes/bogie frames) can measure vibration and noise data directly. The correlation of the vibration and noise data can then be analyzed simultaneously to identify the dynamic behavior (e.g., wheel defects) of a moving train.
48
Zhang, Zhi Xin, Shou Ne Xiao, Guang Wu Yang et Xiu Min Shang. « Research on Two Ends Energy-Absorbing Structure of High-Speed Railway Passenger Car Body ». Advanced Materials Research 544 (juin 2012) : 61–66. http://dx.doi.org/10.4028/www.scientific.net/amr.544.61.
Texte intégralRésumé :
Based on characteristics of high-speed trains, a special passive protective structure was designed and simulated by the non-linear FEA code LS-DYNA. The two-step energy-absorbing structure fixed on the cab side and the similar function structure on the other end were studied. It was proved that the two-step structure deformed orderly and had an energy absorbing capacity of 3.4MJ which could protect the cab effectively and that the rear end low stiffness zone had an energy absorbing capacity of 6.5MJ which also could protect the integrity of the passenger areas. Three typical train-to-train collision scenarios were studied by full-scale FEA method.
49
Huang, Xinxing, Yihua Yao, Qinfen Lu, Xiaoyan Huang et Youtong Fang. « Control simulation of PMSM traction system of high speed train when passing neutral section ». COMPEL : The International Journal for Computation and Mathematics in Electrical and Electronic Engineering 35, no 2 (7 mars 2016) : 782–95. http://dx.doi.org/10.1108/compel-12-2015-0445.
Texte intégralRésumé :
Purpose – In electric system of high-speed trains, neutral sections are set to balance the three-phase load. When passing neutral sections, the train should detach from the power supply for a short time. To permanent magnet synchronous motors (PMSMs) traction system, the voltage of DC link will increase quickly due to the back-EMF of PMSM during this time. Although the energy consumption braking method can be adopted to consume the feedback energy. It not only wastes energy, but also causes more speed drop of the train. The paper aims to discuss these issues. Design/methodology/approach – In order to get better performance when the train is under passing neutral section condition, a suitable control method is proposed, in which the torque command is set to zero and d-axis current order remains unchanged during passing neutral section. Based on a co-simulation model, the influences of this method on the PMSMs traction system are compared with that of traditional method, which is used in induction motors traction system. This model combines both control strategy and finite element model of motor, which can take the effects of magnetic saturation and power loss into consideration. Findings – In PMSMs traction system, PMSMs work as generators during neutral section, and charge to DC bus, which may cause over-voltage damage. Moreover, there would be strong torque shock at the moment of power cut-off. It is finally found that, with the suitable control method, the high-speed train can pass the neutral section with less speed drop, less torque shock and little DC link voltage rise. Originality/value – The control method proposed in this paper is easier to achieve and gets a better performance of PMSMs traction system in high-speed train compared with the traditional method. Furthermore, the co-simulation model is much closer to reality than the analytical model.
50
Wu, Zhan Rui, Tai Yue Qi et Lin Zhong. « Three-Dimensional Dynamic Response Analysis of Shield Tunnel under Train Loads ». Applied Mechanics and Materials 90-93 (septembre 2011) : 2062–67. http://dx.doi.org/10.4028/www.scientific.net/amm.90-93.2062.
Texte intégralRésumé :
The vibration loads will be produced between wheel and rail on the running of the high-speed Train. The vibration energy will be transferred to the ground formation through the rail, guiding bed and tunnel lining structure, thereby causing vibration between the formation and surface and environmental interference effect problems. Thus the research of related issues caused by the high-speed train vibration has the vital great significance. The train design speed of the Shiziyang shield tunnel for Guangzhou-Shenzhen-Hong Kong passenger dedicated line is up to 350km/h. In this paper the research object is located in the segment of the homogeneous formation of the Shiziyang shield tunnel. The analysis of this paper includes the dynamic response rules of the shield tunnel and formation under the single high-speed train loads and the law of the pore water pressure accumulation and dispersion under train cyclic loading.