Research on the Mechanical Analysis of Run-Up Speed in Pole Vaulting and the Application of Key Auxiliary Training Methods

Analyzing from the perspective of physics mechanics,the pole vault is a project which transforms kinetic energy into elastic potential energy.The magnitude of kinetic energy depends on the vaulter’s approaching speed,while the magnitude of elastic potential energy depends on height.Therefore,the run-up speed determines the vaulter’s performance in pole vault to a certain extent.the horizontal speed of the pole-holding approach phase transitioning into vertical upward speed plays a crucial role in executing pole vault techniques,and the model of approaching speed establishes a theoretical foundation for vaulters to break through the pole limitation.In terms of specialized technical assistance in speed training,short-distance speed exercises are used in the approaching phase;in the swinging phase,gymnastic rings,single bar and suspension rope exercises are employed for suspension;in the stretch phase,trampoline exercises play a important role in rotation phase,etc.

Prostate resection speed:A key factor for training and broad outcomes?

BACKGROUND Trans-urethral resection of prostate(TURP) is one of the most commonly performed operations in urology to treat bladder outflow obstruction(BOO) in men. TURP surgery is also a key for endo-urological training in the British National Health Service(NHS) for training junior urologists. The working hypothesis is that prostate resection speed(PRS) in the context of bipolar TURP surgery, is not a key factor in major complication rates or broad patient outcomes at 3 mo after surgery, and therefore supervising consultants should not focus primarily on resection speed when teaching TURP.AIM To investigate objective differences in consultants vs trainees PRS and whether PRS affected complication rates/outcomes after TURP.METHODS Retrospective descriptive study analyzing patient case-notes, operative and electronic records, study undertaken at Burton Queen's Hospital NHS Foundation Trust, United Kingdom, a secondary care centre in the public sector of the NHS. Participants included: all Bipolar TURPs undertaken between13/04/2016 and 27/06/2017. Exclusions: patients undergoing concomitant operations or where intra-operative equipment problems occurred. Resected prostate(g), operative time, post-operative complications and outcomes at 3-mo were obtained from electronic records. Clavien-Dindo Grade II complications or above considered significant. Binary successful yes/no outcome at 3-mo after surgery included both patients who reported moderate to significant symptom improvement, or being catheter-free for those catheterized before TURP.RESULTS157 patients were identified. After exclusion a total of 125 patients were included from analysis. The mean PRS for trainees(0.34 g/min) was found to be lower than the mean PRS for consultants(0.41 g/min). The operating urologist's PRS was not observed to be related to the number of TURPs that they performed during the period of the study. The trainee vs consultant means post-operative success rates(86.5% vs 90.5%) were comparable. The Trainees' patients did not suffer any significant complications as defined by the study. There was no clear relationship observed between PRS and the rate of significant post-operative complications or patients' 3-mo binary successful outcome. PRS was noted to increase with increasing intra-operative experience for both Trainees 1 and 2 when comparing the first half of their TURPs to their latter half.CONCLUSION Consultants have a higher PRS in comparison to trainees. There is no trend between PRS and significant post-operative complication rates or 3-mo outcomes.

Retrospective study of effect of whole-body vibration training on balance and walking function in stroke patients

BACKGROUND Dysfunction in stroke patients has been a problem that we committed to solve and explore.Physical therapy has some effect to regain strength,balance,and coordination.However,it is not a complete cure,so we are trying to find more effective treatments.AIM To observe the effect of whole-body vibration training(WVT)on the recovery of balance and walking function in stroke patients,which could provide us some useful evidence for planning rehabilitation.METHODS The clinical data of 130 stroke participants who underwent conventional rehabilitation treatment in our hospital from January 2019 to August 2020 were retrospectively analyzed.The participants were divided into whole-body vibration training(WVT)group and non-WVT(NWVT)group according to whether they were given WVT.In the WVT group,routine rehabilitation therapy was combined with WVT by the Galileo Med L Plus vibration trainer at a frequency of 20 Hz and a vibration amplitude of 0+ACY-plusmn+ADs-5.2 mm,and in the NWVT group,routine rehabilitation therapy only was provided.The treatment course of the two groups was 4 wk.Before and after treatment,the Berg balance scale(BBS),3 m timed up-and-go test(TUGT),the maximum walking speed test(MWS),and upper limb functional reaching(FR)test were performed.RESULTS After 4 wk training,in both groups,the BBS score and the FR distance respectively increased to a certain amount(WVT=46.08±3.41 vs NWVT=40.22±3.75;WVT=20.48±2.23 vs NWVT=16.60±2.82),with P<0.05.Furthermore,in the WVT group,both BBS score and FR distance(BBS:18.32±2.18;FR:10.00±0.92)increased more than that in the NWVT group(BBS:13.29±1.66;FR:6.16±0.95),with P<0.05.Meanwhile,in both groups,the TUGT and the MWS were improved after training(WVT=32.64±3.81 vs NWVT=39.56±3.68;WVT=12.73±2.26 vs NWVT=15.04±2.27,respectively),with P<0.05.The change in the WVT group(TUGT:17.49±1.88;MWS:6.79±0.81)was greater than that in the NWVT group(TUGT:10.76±1.42;MWS:4.84±0.58),with P<0.05.CONCLUSION The WVT could effectively improve the balance and walking function in stroke patients,which may be good for improving their quality of life.

Non-enzymatic antioxidant blood plasma profile in the period of high training loads of elite speed skaters in the altitude

At the altitude,hypoxia and training load are key factors in the development of oxidative stress.Altitude-induced oxidative stress is developed due to the depletion of antioxidant potential.In the current study,we examined the non-enzymatic antioxidant profile of blood plasma in 7 males and 5 females specializing in speed skating at a 21-day training camp at 1850m above sea level.Training included:cycling,roller skating,ice skating,strength training,and special training.At the start point and the endpoint,total hemoglobin mass(tHb-mass),hemoglobin concentration,and circulating blood volume were determined.Antioxidant profiles,hypoxic doses,hypoxic impulses,and training impulses were assessed at 3,6,10,14,and 18 days.Antioxidant profiles consisting of“urate”and“thiol”parts were registered with chemiluminometry.In the training dynamics,antioxidant parameters changed individually,but in total there was a decrease in the“urate”capacity by a factor of 1.6(p=0.001)and an increase in the“thiol”capacity by a factor of 1.8(p=0.013).The changes in“urate”capacity positively correlated(r_(S)=0.40)and the changes in“thiol”capacity negatively correlated(r_(S)=−0.45)with changes in tHb-mass.Both exercise and hypoxic factors affect the antioxidant parameters bidirectionally.They correlated with a decrease in thiol capacity and with an increase in urate capacity.The assessment of the non-enzymatic antioxidant profile can be a simple and useful addition to screening the reactive oxygen species homeostasis and can help choose the personalized training schedule,individualize recovery and ergogenic support.

Attack-Resilient Distributed Cooperative Control of Virtually Coupled High-Speed Trains via Topology Reconfiguration

Dear Editor,This letter addresses the resilient distributed cooperative control problem of a virtually coupled train convoy under stochastic disturbances and cyber attacks.The main purpose is to achieve distributed coordination of virtually coupled high-speed trains with the prescribed inter-train distance and same cruise velocity.

Study on the pattern of train arrival headway time in high-speed railway

Purpose-The design goal for the tracking interval of high-speed railway trains in China is 3 min,but it is difficult to achieve,and it is widely believed that it is mainly limited by the tracking interval of train arrivals.If the train arrival tracking interval can be compressed,it will be beneficial for China's high-speed railway to achieve a 3-min train tracking interval.The goal of this article is to study how to compress the train arrival tracking interval.Design/methodologylapproach-By simulating the process of dense train groups arriving at the station and stopping,the headway between train arrivals at the station was calculated,and the pattern of train arrival headway was obtained,changing the traditional understanding that the train arrival headway is considered the main factor limiting the headway of trains.Findings-When the running speed of trains is high,the headway between trains is short,the length of the station approach throat area is considerable and frequent train arrivals at the station,the arrival headway for the first group or several groups of trains will exceed the headway,but the subsequent sets of trains will havea headway equal to the arrival headway.This convergence characteristic is obtained by appropriately increasing the running time.Originality/value-According to this pattern,there is no need to overly emphasize the impact of train arrival headway on the headway.This plays an important role in compressing train headway and improving high-speedrailwaycapacity.

Research on Instantaneous Angular Speed Signal Separation Method for Planetary Gear Fault Diagnosis

Planetary gear train is a critical transmission component in large equipment such as helicopters and wind turbines. Conducting damage perception of planetary gear trains is of great significance for the safe operation of equipment. Existing methods for damage perception of planetary gear trains mainly rely on linear vibration analysis. However, these methods based on linear vibration signal analysis face challenges such as rich vibration sources, complex signal coupling and modulation mechanisms, significant influence of transmission paths, and difficulties in separating damage information. This paper proposes a method for separating instantaneous angular speed (IAS) signals for planetary gear fault diagnosis. Firstly, this method obtains encoder pulse signals through a built-in encoder. Based on this, it calculates the IAS signals using the Hilbert transform, and obtains the time-domain synchronous average signal of the IAS of the planetary gear through time-domain synchronous averaging technology, thus realizing the fault diagnosis of the planetary gear train. Experimental results validate the effectiveness of the calculated IAS signals, demonstrating that the time-domain synchronous averaging technology can highlight impact characteristics, effectively separate and extract fault impacts, greatly reduce the testing cost of experiments, and provide an effective tool for the fault diagnosis of planetary gear trains.

侧风下大跨拱桥变形对高速列车行车平稳性的影响机理

为探求侧风下的拱桥变形对列车平稳性的作用机理,通过风-车-桥耦合系统得到跨中横、竖向位移,分析不同风速、车速下的列车行车平稳性,量化桥梁变形对风-车-桥系统中列车横、竖向加速度的贡献;结合车体加速度响应的敏感波长及桥梁变形的时频特性,分析桥梁变形对行车平稳性影响机理.结果表明:桥梁竖向位移差异较横向位移差异较小,且主要位移由车致桥梁变形产生,最大幅值达到了-9.2mm;在列车及风荷载作用下,桥梁横向及竖向位移较为显著,但其对列车平稳性的影响主要体现在交界墩位置处,约为其余位置响应的4倍;除交界墩区域,桥上列车的行车平稳性主要由风致列车振动及轨道不平顺决定;车体横向及竖向加速度功率谱密度分布与轨道不平顺的波长密切相关,其对应的敏感波长区间均小于120m;车体横向及竖向加速度主要受车辆荷载作用引起的桥梁变形影响,而风荷载引起的桥梁变形主要分布于主跨范围内,波长大于120m,因而未对列车车体加速度产生显著影响.

基于扩展滑模扰动观测器的高速列车分布式速度协同滑模控制

针对高速列车运行中因受外界未知扰动而导致的各车厢速度不同步问题,提出一种基于扩展滑模扰动观测器的高速列车分布式滑模控制算法。首先,考虑高速列车运行的受力情况,建立高速列车多质点模型;其次,设计领航者车厢滑模控制器和跟随者车厢分布式滑模控制器,构建扩展滑模扰动观测器估计外界未知干扰,并反馈给分布式滑模控制器,以消除外界未知干扰对高速列车各车厢速度同步造成的影响,同时利用Lyapunov理论证明了算法的稳定性。最后,通过Matlab仿真验证了该算法能实时精确观测外界未知扰动并反馈补偿,跟随者车厢能快速跟踪领航者车厢的速度,速度跟踪精确度高达99.9%。

高速铁路运行引发场地地振动隔振效果研究

传统工艺一般采用开挖沟渠的方式来减少高速列车运行对周边建筑物的影响,为了探究该方法的有效性,本文采用数值模拟与现场实验相结合的方式来验证隔振沟的隔振效果。基于大型有限元软件,通过对比数值模型与现场实验结果,分析高铁列车经过高架桥时瑞利面波椭圆极化率的频散特征。结果表明,与单点震源激发类似,高速列车从高架桥通过时呈现均匀稳定的面波传播特征,当线路设有隔振沟时,后方地基的振动会表现出一定的抑制作用,隔振效果明显。

我国跨项速度滑冰运动员身体形态、机能和运动素质特征及训练策略

跨项运动员具有早期进行多项化训练、晚定项和晚进入选材与培养体系等特点,晚期定项与早期定项运动员存在较大差异性。以我国19名跨项速度滑冰运动员为研究对象,采用文献资料法、实验测试法和数理统计法,对其身体形态、机能、运动素质等进行统计分析。发现,我国跨项速度滑冰运动员体脂率和BMI等指标表现良好,但需关注下肢双侧差异、有氧能力不足以及专项技术的强化等问题。为提高跨项运动员的成才率和运动表现,未来训练应注重下肢双侧均衡发展,提升有氧与无氧能力,增加陆冰结合和技术模拟练习。

高速列车偏心车轮踏面的高阶多边形磨耗机理研究

目的研究高铁车轮几何偏心与车轮踏面高阶多边形磨耗之间的关系。方法在匀速运行期间对高速列车轴箱体的三向振动加速度进行测试,并分析功率谱密度;建立轮对-钢轨系统有限元模型,采用瞬时动态法计算车轮不同几何偏心工况下轮轨力的波动情况;采用复特征值法分析轮轨在饱和纵向蠕滑力激励下系统的稳定性,预测引起车轮高阶多边形磨耗的轮轨不稳定振动,并研究对列车运行速度和运营环境的影响。结果高速列车以237 km/h的速度运行且轮轨摩擦因数为0.23时,0.7 mm及以上的车轮几何偏心量会导致轮轨最大纵向蠕滑力达到饱和状态,引起614 Hz的轮轨系统不稳定振动,造成车轮24~25阶多边形磨耗的形成。当车速从200 km/h分别增至300、400 km/h时,引起纵向蠕滑力饱和的车轮几何偏心临界值从0.8 mm分别减至约0.67、0.56 mm。当轮轨间摩擦因数为0.21及以上时,饱和纵向蠕滑力激励的轮轨系统614 Hz不稳定振动的等效阻尼比随着轮轨摩擦因数的增大而减小。在摩擦因数0.21~0.27范围内,该振动的发生趋势线性增强。当摩擦因数降至0.21以下时,该振动趋于稳定。结论在列车高速运行时,超过一定临界值的车轮几何偏心可引起轮轨纵向蠕滑力周期性饱和,激发轮轨系统不稳定振动,从而引起踏面高阶多边形磨耗。车速的提高会导致车轮几何偏心临界值的降低,轮轨摩擦因数增大会造成不稳定振动的发生趋势线性增强,进而引发更为严重的车轮高阶多边形磨耗。

短定子磁浮列车基于悬浮间隙实现测速和定位的算法仿真及应用

短定子磁浮列车测速和定位技术实现方式与传统轮轨不同,目前有多种技术实现方式,但都需要在磁浮列车上设置测速和定位设备或系统,且与悬浮控制系统相互独立,但悬浮控制系统对速度信号和位置信号又有一定的依赖性。因此,设计了一种基于悬浮间隙实现测速和定位的算法,并通过仿真达到算法设计预期目的,最后通过编程将算法嵌入磁浮列车的悬浮控制系统硬件平台,实现测速和定位的算法应用,测速和定位信号完全集成于悬浮控制系统中,摆脱悬浮控制系统对外置测速定位系统的依赖,提升磁浮列车在轨道交通市场的竞争力。

Numerical study on wake characteristics of high-speed trains

Intensive turbulence exists in the wakes of high speed trains, and the aerodynamic performance of the trailing car could deteriorate rapidly due to complicated features of the vortices in the wake zone. As a result, the safety and amenity of high speed trains would face a great challenge. This paper considers mainly the mechanism of vortex formation and evolution in the train flow field. A real CRH2 model is studied, with a leading car, a middle car and a trailing car included. Different running speeds and cross wind conditions are considered, and the approaches of un- steady Reynold-averaged Navier-Stokes （URANS） and de- tached eddy simulation （DES） are utilized, respectively. Re- suits reveal that DES has better capability of capturing small eddies compared to URANS. However, for large eddies, the effects of two approaches are almost the same. In conditions without cross winds, two large vortex streets stretch from the train nose and interact strongly with each other in the wake zone. With the reinforcement of the ground, a complicated wake vortex system generates and becomes strengthened as the running speed increases. However, the locations of flow separations on the train surface and the separation mechanism keep unchanged. In conditions with cross winds, three large vortices develop along the leeward side of the train, among which the weakest one has no obvious influence on the wake flow while the other two stretch to the tail of the train and combine with the helical vortices in the train wake. Thus, optimization of the aerodynamic performance of the trailing car should be aiming at reducing the intensity of the wake vortex system.

Formation mechanism of aerodynamic drag of high-speed train and some reduction measures

Aerodynamic drag is proportional to the square of speed. With the increase of the speed of train, aerodynamic drag plays an important role for high-speed train. Thus, the reduction of aerodynamic drag and energy consumption of high-speed train is one of the essential issues for the development of the desirable train system. Aerodynamic drag on the traveling train is divided into pressure drag and friction one. Pressure drag of train is the force caused by the pressure distribution on the train along the reverse running direction. Friction drag of train is the sum of shear stress, which is the reverse direction of train running direction. In order to reduce the aerodynamic drag, adopting streamline shape of train is the most effective measure. The velocity of the train is related to its length and shape. The outer wind shields can reduce train's air drag by about 15%. At the same time, the train with bottom cover can reduce the air drag by about 50%, compared with the train without bottom plate or skirt structure.

Numerical simulation and control of welding distortion for double floor structure of high speed train

The welding heat source models and the plastic tension zone sizes of a typical weld joint involved in the double floor structure of high speed train under different welding parameters were calculated by a thermal-elastic-plastic FEM analysis based on SYSWELD code.Then,the welding distortion of floor structure was predicted using a linear elastic FEM and shrinkage method based on Weld Planner software.The effects of welding sequence,clamping configuration and reverse deformation on welding distortion of floor structure were examined numerically.The results indicate that the established elastic FEM model for floor structure is reliable for predicting the distribution of welding distortion in view of the good agreement between the calculated results and the measured distortion for real double floor structure.Compared with the welding sequence,the clamping configuration and the reverse deformation have a significant influence on the welding distortion of floor structure.In the case of30 mm reverse deformation,the maximum deformation can be reduced about 70%in comparison to an actual welding process.

Progress in high-speed train technology around the world

This is a review of high-speed train development in the sense of technology advances all over the world. Three generations of high-speed trains are classified according to their technical characteristics and maximum operating speed. Emphasis is given to the newly developed high-speed train in China, CRH380. The theoretical foundations and future development of CRH380 are briefly discussed.

Detached-eddy simulation of flow around high-speed train on a bridge under cross winds

In order to describe an investigation of the flow around high-speed train on a bridge under cross winds using detached-eddy simulation(DES), a 1/8th scale model of a three-car high-speed train and a typical bridge model are employed, Numerical wind tunnel technology based on computational fluid dynamics(CFD) is used, and the CFD models are set as stationary models. The Reynolds number of the flow, based on the inflow velocity and the height of the vehicle, is 1.9×10~6. The computations are conducted under three cases, train on the windward track on the bridge(WWC), train on the leeward track on the bridge(LWC) and train on the flat ground(FGC). Commercial software FLUENT is used and the mesh sensitivity research is carried out by three different grids: coarse, medium and fine. Results show that compared with FGC case, the side force coefficients of the head cars for the WWC and LWC cases increases by 14% and 29%, respectively; the coefficients of middle cars for the WWC and LWC increase by 32% and 10%, respectively; and that of the tail car increases by 45% for the WWC whereas decreases by 2% for the LWC case. The most notable thing is that the side force and the rolling moment of the head car are greater for the LWC, while the side force and the rolling moment of the middle car and the tail car are greater for the WWC. Comparing the velocity profiles at different locations, the flow is significantly influenced by the bridge-train system when the air is close to it. For the three cases(WWC, LWC and FGC), the pressure on the windward side of train is mostly positive while that of the leeward side is negative. The discrepancy of train's aerodynamic force is due to the different surface area of positive pressure and negative pressure zone. Many vortices are born on the leeward edge of the roofs. Theses vortices develop downstream, detach and dissipate into the wake region. The eddies develop irregularly, leading to a noticeably turbulent flow at leeward side of train.

Studyon Evaluation Methods for Lateral Stability of High-Speed Trains

Taking a high-speed train in China as an example,using computer simulation technology and comparing with the test data,the three current methods including linear stability analysis method,nonlinear stability analysis method and the field testing criterion are studied to evaluate stability of high-speed trains.A new stability evaluation method is proposed which can be used to evaluate lateral stability of high-speed vehicle based on the codes of UIC 515and UIC 518.From the viewpoint of taking the most unfavorable track conditions into account and improving the safety margin,the new method uses the root mean square of bogie lateral acceleration as a criterion to evaluate the lateral stability of high-speed trains.Numerical example shows that the proposed method not only considers the forced vibration caused by track irregularities in the actual practice,but also takes the instability self-excited vibration into account,so it can realize early warning of bogie slight unstable oscillation,meanwhile the method itself does not involve complex algorithms which has the possibility of engineering applications.

Short-term forecasting optimization algorithms for wind speed along Qinghai-Tibet railway based on different intelligent modeling theories

To protect trains against strong cross-wind along Qinghai-Tibet railway, a strong wind speed monitoring and warning system was developed. And to obtain high-precision wind speed short-term forecasting values for the system to make more accurate scheduling decision, two optimization algorithms were proposed. Using them to make calculative examples for actual wind speed time series from the 18th meteorological station, the results show that: the optimization algorithm based on wavelet analysis method and improved time series analysis method can attain high-precision multi-step forecasting values, the mean relative errors of one-step, three-step, five-step and ten-step forecasting are only 0.30%, 0.75%, 1.15% and 1.65%, respectively. The optimization algorithm based on wavelet analysis method and Kalman time series analysis method can obtain high-precision one-step forecasting values, the mean relative error of one-step forecasting is reduced by 61.67% to 0.115%. The two optimization algorithms both maintain the modeling simple character, and can attain prediction explicit equations after modeling calculation.