遂渝线无砟轨道综合试验段低净空隧道接触悬挂方案与施工

研究目的:介绍和探讨遂渝线无砟轨道综合试验段中出现的低净空隧道的接触悬挂方式,并针对类似的低净空隧道的处理提出了一些可靠、可行的方案.通过对遂渝线无砟轨道综合试验段中出现的低净空隧道的接触悬挂方式的介绍和探讨,对于类似的低净空隧道的处理提出了一些可靠,可行的方案.研究结论:解决低净空问题的关键所在是如何利用既有隧道的净空高度和尽可能地保证各种技术标准;其次是要对材料的节约和造价等方面进行考虑.对于不同情况下的低净空隧道有不同的解决方案和优势,这需要视现场情况而定.     

6502电气集中电路图形式改进

本文介绍了铁路信号设备施工和日常维护工作中既有电路图存在的不足。依据现实需要，在原有图形的基础上，对室内外各种设备电路图形式提出了改进方案。针对信号机点灯电路、轨道电路、道岔电路和计算机联锁电路等不同电路图的特殊需要，提出了具体的改进措施。通过实践证明了改进方案的可行性和高效性。     

青藏线列车的空气阻力及减阻措施

介绍了青藏线列车运行时的空气阻力特点、组成及研究方法，提出了降低青藏线列车空气阻力的措施。     

高速铁路隧道压力波动主要影响参数研究

利用所研制的预测列车进入隧道时引起的列车和隧道环状空间的压力波动软件,计算了流线型列车及隧道主要参数对环状空间3s内最大压力变化的影响。结果显示所有影响因素中,速度和阻塞比对压力变化的影响最大。得出单线隧道单列列车通过时,在速度不大于250km·h-1,3s内最大压力变化与列车速度的平方成正比,但速度超过250km·h-1时,压力对速度的依赖关系有所缓和。分析认为在3s内最大压力变化随阻塞比非线性地变化。研究表明列车长度对头部压力变化的影响较小,但对尾部压力变化有明显影响;隧道内会车压力波在3s内变化量随会车位置不同有明显区别,两列车在隧道长三分之一处交会最为不利。     

水火弯板模拟方法研究

本文简述了水火弯板模拟方法研究内容;以帆型板为例,介绍了两种复杂曲面成形必需局部收缩量的计算方法;应用数理统计和逐步回归原理,建立了最大收缩长度和影响参数的数学模型,并进行了模型的检验;提出了数学模型的实验修正方法和工艺参数优化设计方法。     

CRCC认证业务的开展及体系的运行

根据《中华人民共和国产品认证认可条例》、CNAS认可规范、ISO导则65、铁路产品认证管理办法等文件的要求,在国家认监委和铁路产品认证管理委员会的领导下,积极稳妥地推进铁路产品认证工作,取得了可喜的成绩。     

冻土区路基填土力学参数原位测定及变形模式分析

基于现场路基填土的载荷试验的结果,分析并确定了在多年冻土区环境情况下,路基填土在经历了一个冻融循环后的承载力、变形模量、剪切模量等力学参数.并就该土层位移变形模式进行了探讨且检验了其正确性.结果表明:将冻土理想化为三维弹性连续介质是较为合理的,其位移变形的理论计算值与实测值较为吻合.     

山地旅游轨道交通线路规划的适应性评价

山地景区地势复杂,其发展普遍受交通所限,为了提高山地景区的运营效益、带动经济发展,国内部分景区规划和修建了山地旅游轨道交通。本文列举了山地旅游轨道交通特征及线路规划模式,从地理环境、自然环境、供需环境及与常规公交的关系四个角度分析,对应建立四个子系统,并选取具有山地旅游轨道交通特性的评价指标体系,利用层次分析法和变异系数法组合赋权重,运用灰色关联分析法的评价模型,据此判断线路规划方案适应性的优劣。     

Evaluation of green wave policy in real-time railway traffic management

In order to face the expected growth of transport demand in the next years, several new traffic control policies have been proposed and analyzed both to generate timetables and to effectively manage the traffic in real-time. In this paper, a detailed optimization model is used to analyze one such policy, called green wave, which consists in letting trains wait at the stations to avoid speed profile modifications in open corridors. Such policy is expected to be especially effective when the corridors are the bottleneck of the network. However, there is a lack of quantitative studies on the real-time effects of using this policy. To this end, this work shows a comparison of the delays obtained when trains are allowed or not to change their speed profile in open corridors. An extensive computational study is described for two practical dispatching areas of the Dutch railway network.     

Evaluation of CO2 emissions from railway resurfacing maintenance activities

This paper is the world first to investigate the CO₂ impact of railway resurfacing in ballasted track bed maintenance. Railway resurfacing is an important routine maintenance activity that restores track geometry to ensure safety, reliability and utility of the asset. This study consisted of an extensive field data collection from resurfacing machineries (diesel-engine tamping machines, ballast regulators and ballast stabilisers) including travel distances, working distances, fuel consumption and construction methodologies. Fuel consumption was converted to a kg CO₂/m using the embodied energies of diesel. Analyses showed that tamping machines emitted the highest CO₂ emissions of the resurfacing machineries, followed by ballast regulators and ballast stabilisers respectively. Tamping machines processed 4.25 m of track per litre of diesel, ballast regulators processed 6.51 m of track per litre of diesel and ballast stabilisers processed 10.61 m of track per litre of diesel. The results were then compared to previous studies and a rigorous parametric study was carried out to consider long-term resurfacing CO₂ emissions on Australian railway track. The outcome of this study is unprecedented and it enables track engineers and construction managers to critically plan strategic rail maintenance and to develop environmental-friendly policies for track geometry and alignment restoration.