Design of the Minimum Curve Radius of the Hainan East Ring Railway

The minimum curve radius is one of the most important factors in railway route design. The minimum curve radius of the Hainan East Ring Railway, a newly built high-speed passenger-dedicated line from Haikou to Sanya, Hainan, China, was determined through comparative analysis of the design codes both in China and Germany. The results show that the design parameters of the Hainan East Ring Railway in terms of the minimum curve radius determined by China＇s Temporary Regulations, conform to the ones by German code, and even preserve some capacity for speeds up to 300 km/h in the future. Additionally, the related counter- measures for speed increases in this line were proposed on the premise of the safety and riding comfort of the trains.

Radius model of convex vertical curve of freeway based on attachment coefficient

A longitudinal slope brake model was established for the radius calculation of vertical curve of freeway through analyzing the dynamics of brake-running of vehicles running on the longitudinal slope road section. To satisfy the requirement of sight distance, a relation model was established for the attachment coefficient and the convex vertical curve radius. Using MATLAB simulation technique, the convex vertical curve radius at different attachment conditions was calculated accurately and a three-dimensional figure was drawn to describe the relation between the adhesive coefficient, the driving velocity and the radius of vertical curve. The correlation between the convex vertical curve radius and the adhesive coefficient was further analyzed and compared with National Technical Standards. The suggested radius of vertical curve was then put forward to provide a theoretical platform for the security design of the convex vertical curve.

Research on rail wear of small radius curve in EMU depot

Purpose–With the help of multi-body dynamics software UM,the paper uses Kik–Piotrowski model to simulate wheel-rail contact and Archard wear model for rail wear.Design/methodology/approach–The CRH5 vehicle-track coupling dynamics model is constructed for the wear study of rails of small radius curves,namely 200 and 350 m in Guangzhou East EMU Depot and those 250 and 300 m radius in Taiyuan South EMU Depot.Findings–Results show that the rail wear at the straight-circle point,the curve center point and the circlestraight point follows the order of center point>the circle-straight point>the straight-circle point.The wear on rail of small radius curves intensifies with the rise of running speed,and the wearing trend tends to fasten as the curve radius declines.The maximum rail wear of the inner rail can reach 2.29 mm,while that of the outer rail,10.11 mm.Originality/value–With the increase of the train passing number,the wear range tends to expand.The rail wear decreases with the increase of the curve radius.The dynamic response of vehicle increases with the increase of rail wear,among which the derailment coefficient is affected the most.When the number of passing vehicles reaches 1 million,the derailment coefficient exceeds the limit value,which poses a risk of derailment.

Dynamic Performance of Straddle Monorail Curved Girder Bridge

In this work,a monorail vehicle-bridge coupling(VBC)model capable of accurately considering curve alignment and superelevation is established based on curvilinear moving coordinate system,to study the VBC vibration of straddlemonorail curved girder bridge and the relevant factors influencing VBC.While taking Chongqing Jiao Xin line as an example,the VBC program is compiled using Fortran,where the reliability of algorithm and program is verified by the results of Chongqing monorail test.Moreover,the effects of curve radius,vehicle speed,and track irregularity on the corresponding vehicle and bridge vibrations are compared and analyzed.It is observed that the test results of lateral vibration acceleration(LVA)and vertical vibration acceleration(VVA)of track beam,and LVA of vehicle,are consistent with the simulation results.Owing to the track irregularity,vibration of track beam and vehicle increases significantly.Besides,an increase in vehicle speed gradually increases the vibration of track beam and vehicle.For the curve radius(R)≤200 m,lateral and vertical vibrations of the track beam and vehicle decrease significantly with an increasing curve radius.Alternatively,when 200 m<R<600 m,the lateral vibration of the track beamand vehicle decreases slowly with an increasing curve radius,while the relevant vertical vibration remains stable.Similarly,when R≥600 m,the lateral and vertical vibrations of the track beam and vehicle tend to be stable.Accordingly,the results presented here can provide a strong reference for the design,construction,and safety assessment of existing bridges.

Duality in interaction potentials for curved surface bodies and inside particles

Based on the viewpoint of duality, this paper studies the interaction between a curved surface body and an inside particle. By convex/concave bodies with geometric duality, interaction potentials of particles located outside and inside the curved surface bodies are shown to have duality. With duality, the curvature-based potential between a curved surface body and an inside particle is derived. Furthermore, the normal and tangential driving forces exerted on the particle are studied and expressed as a function of curvatures and curvature gradients. Numerical experiments are designed to test accuracy of the curvature-based potential.

Characteristics of wheel-rail vibration of the vertical section in high-speed railways

In order to analyze the characteristics of wheel-rail vibration of the vertical section in a high-speed railway, a vehicle-line dynamics model is established using the dynamics software SIMPACK. Through this model, the paper analyzes the influence of vertical section parameters, including vertical section slope and vertical curve radius, on wheel-rail dynamics interaction and the acting region of wheel-rail vibration. In addition, the characteristics of wheel- rail vibration of the vertical section under different velocities are investigated. The results show that the variation of wheel load is not sensitive to the vertical section slope but is greatly affected by the vertical curve radius. It was also observed that the smaller the vertical curve radius is, the more severe the interaction between the wheel and rail be- comes. Furthermore, the acting region of wheel-rail vibration expands with the vertical curve radius increasing. On another note, it is necessary to match the slope and vertical curve radius reasonably, on account of the influence of operation speed on the characteristics of wheel-rail vibration. This is especially important at the design stage of vertical sec- tions for lines of different grades.

Automated pavement horizontal curve measurement methods based on inertial measurement unit and 3D profiling data

Pavement horizontal curve is designed to serve as a transition between straight segments, and its presence may cause a series of driving-related safety issues to motorists and drivers. As is recognized that traditional methods for curve geometry investigation are time consuming, labor intensive, and inaccurate, this study attempts to develop a method that can automatically conduct horizontal curve identification and measurement at network level. The digital highway data vehicle （DHDV） was utilized for data collection, in which three Euler angles, driving speed, and acceleration of survey vehicle were measured with an inertial measurement unit （IMU）. The 3D profiling data used for cross slope calibration was obtained with PaveVision3D Ultra technology at 1 mm resolution. In this study, the curve identification was based on the variation of heading angle, and the curve radius was calculated with ki- nematic method, geometry method, and lateral acceleration method. In order to verify the accuracy of the three methods, the analysis of variance （ANOVA） test was applied by using the control variable of curve radius measured by field test. Based on the measured curve radius, a curve safety analysis model was used to predict the crash rates and safe driving speeds at horizontal curves. Finally, a case study on 4.35 km road segment demonstrated that the proposed method could efficiently conduct network level analysis.

Multilayer-core fiber with a large mode area and a low bending loss

We present a single-mode multilayer-core fiber with a large mode area（LMA） and a low bending loss in this Letter. A low equivalent core-cladding refractive index difference is achieved by exploiting the multilayer structure. The multilayer structure has a better bending performance than a traditional step-index core and this structure also contributes to realizing different curved refractive index profiles that have a better bending performance. An index trench is also introduced to dramatically reduce the bending loss. The experimental results show that, at a wavelength of 1550 nm, the mode area of the fabricated fiber is about 215.5 μm^2 and the bending loss is 0.58 dB/turn at a 10 mm bending radius. The LMA and excellent bending performance can be obtained simultaneously with the proposed fiber.