Train wheel-rail force collaborative calibration based on GNN-LSTM

Accurate wheel-rail force data serves as the cornerstone for analyzing the wheel-rail relationship.However,achieving continuous and precise measurement of this force remains a significant challenge in the field.This article introduces a calibration algorithm for the wheel-rail force that leverages graph neural networks and long short-term memory networks.Initially,a comprehensive wheel-rail force detection system for trains was constructed,encompassing two key components:an instrumented wheelset and a ground wheel-rail force measuring system.Subsequently,utilizing this system,two distinct datasets were acquired from the track inspection vehicle:instrumented wheelset data and ground wheel-rail force data,a feedforward neural network was employed to calibrate the instrumented wheelset data,referencing the ground wheel-rail force data.Furthermore,ground wheel-rail force data for the locomotive was obtained for the corresponding road section.This data was then integrated with the calibrated instrumented wheelset data from the track inspection vehicle.Leveraging the GNN-LSTM network,the article establishes a mapping relationship model between the wheel-rail force of the track inspection vehicle and the locomotive wheel-rail force.This model facilitates continuous measurement of locomotive wheel-rail forces across three typical scenarios:straight sections,long and steep downhill sections,and small curve radius sections.

Chiral lateral optical force near plasmonic ring induced by Laguerre–Gaussian beam

Owing to the good adjustability and the strong near-field enhancement,surface plasmons are widely used in optical force trap,thus the optical force trap can achieve excellent performance.Here,we use the Laguerre–Gaussian beam and a plasmonic gold ring to separate enantiomers by the chiral optical force.Along with the radial optical force that traps the particles,there is also a chirality-sign-sensitive lateral force arising from the optical spin angular momentum,which is caused by the interaction between optical orbit angular momentum and gold ring structure.By selecting a specific incident wavelength,the strong angular scattering and non-chiral related azimuthal optical force can be suppressed.Thus the chiral related azimuthal optical force can induce an opposite orbital rotation of the trapped particles with chirality of different sign near the gold ring.This work proposes an effective approach for catchingand separating chiral enantiomers.

Research on the influence of flexible wheelset rotation effect on wheel rail contact force

Purpose-Under the high-speed operating conditions,the effects of wheelset elastic deformation on the wheel rail dynamic forces will become more notable compared to the low-speed condition.In order to meet different analysis requirements and selecting appropriate models to analyzing the wheel rail interaction,it is crucial to understand the influence of wheelset flexibility on the wheel-rail dynamics under different speeds and track excitations condition.Design/methodology/approach-The wheel rail contact points solving method and vehicle dynamics equations considering wheelset flexibility in the trajectory body coordinate system were investigated in this paper.As for the wheel-rail contact forces,which is a particular force element in vehicle multibody system,a method for calculating the Jacobian matrix of the wheel-rail contact force is proposed to better couple the wheel-rail contact force calculation with the vehicle dynamics response calculation.Based on the flexible wheelset modeling approach in this paper,two vehicle dynamic models considering the wheelset as both elastic and rigid bodies are established,two kinds of track excitations,namely normal measured track irregularities and short-wave irregularities are used,wheel-rail geometric contact characteristic and wheel-rail contact forces in both time and frequency domains are compared with the two models in order to study the influence of flexible wheelset rotation effect on wheel rail contact force.Findings-Under normal track irregularity excitations,the amplitudes of vertical,longitudinal and lateral forces computed by the flexible wheelset model are smaller than those of the rigid wheelset model,and the virtual penetration and equivalent contact patch are also slightly smaller.For the flexible wheelset model,the wheel rail longitudinal and lateral creepages will also decrease.The higher the vehicle speed,the larger the differences in wheel-rail forces computed by the flexible and rigid wheelset model.Under track short-wave irregularity excitations,the vertical force amplitude computed by the flexible wheelset is also smaller than that of the rigid wheelset.However,unlike the excitation case of measured track irregularity,under short-wave excitations,for the speed within the range of 200 to 350 km/h,the difference in the amplitude of the vertical force between the flexible and rigid wheelset models gradually decreases as the speed increase.This is partly due to the contribution of wheelset's elastic vibration under short-wave excitations.For low-frequency wheel-rail force analysis problems at speeds of 350 km/h and above,as well as high-frequency wheel-rail interaction analysis problems under various speed conditions,the flexible wheelset model will give results agrees better with the reality.Originality/value-This study provides reference for the modeling method of the flexible wheelset and the coupling method of wheel-rail contact force to the vehicle multibody dynamics system.Furthermore,by comparative research,the influence of wheelset flexibility and rotation on wheel-rail dynamic behavior are obtained,which is useful to the application scope of rigid and flexible wheelset models.

Effects of Lateral Motion on the Creep Forces in Wheel/Rail Rolling Contact

The influences of the lateral motion of a single wheelset running on a tangent railway on the creepages and creep forces between wheel and rail are investigated with numerical methods. The effect of the yaw motion of wheelset is neglected in the analysis, and Kalker’s theory of three dimensional elastic bodies in rolling contact is employed to analyze the creep forces in the wheel/rail rolling contact with Non Hertzian form.

Numerical Study on Characteristics of Supercavitating Flow Around the Variable-Lateral-Force Cavitator

A control scheme named the variable-lateral-force cavitator, which is focused on the control of lift force, drag force and lateral forces for underwater supercavity vehicles was proposed, and the supercavitating flow around the cavitator was investigated numerically using the mixture multiphase flow model. It is verified that the forces of pitching, yawing, drag and lift, as well as the supercavity size of the underwater vehicle can be effectively regulated through the movements of the control element of the variable-lateral-force cavitator in the radial and circumferential directions. In addition, if the control element on either side protrudes to a height of 5% of the diameter of the front cavitator, an amount of forces of pitching and yawing equivalent to 30% of the drag force will be produced, and the supercavity section appears concave inwards simultaneously. It is also found that both the drag force and lift force of the variable-lateral-force cavitator decline as the angle of attack increases.

Lateral ice force acting on a vertical cylinder

In general, forward directed ice force is only considered by the designer. But experiments prove that thelateral ice force caused by the uneven contact between ice sheet and the pile also exists. The lateral ice force does notobject to normal or Gumbel distribution, and is not relevant to the forward directed one in numerical value. Preventivemeasures should be taken to avoid the damage caused by the lateral ice force to the structure in design phase.

Levitation and lateral forces between a point magnetic dipole and a superconducting sphere

The dipole–dipole interaction model is employed to investigate the angular dependence of the levitation and lateral forces acting on a small magnet in an anti-symmetric magnet/superconducting sphere system. Breaking the symmetry of the system enables us to study the lateral force which is important in the stability of the magnet above a superconducting sphere in the Meissner state. Under the assumption that the lateral displacement of the magnet is small compared to the physical dimensions of our proposed system, analytical expressions are obtained for the levitation and lateral forces as a function of the geometrical parameters of the superconductor as well as the height, the lateral displacement, and the orientation of the magnetic moment of the magnet. The dependence of the levitation force on the height of the levitating magnet is similar to that in the symmetric magnet/superconducting sphere system within the range of proposed lateral displacements. It is found that the levitation force is linearly dependent on the lateral displacement whereas the lateral force is independent of this displacement. A sinusoidal variation of both forces as a function of the polar and azimuthal angles specifying the orientation of the magnetic moment is observed. The relationship between the stability and the orientation of the magnetic moment is discussed for different orientations.

ANALYTICAL SOLUTION FOR BENDING BEAM SUBJECT TO LATERAL FORCE WITH DIFFERENT MODULUS

A bending beam,subjected to state of plane stress,was chosen to investigate.The determination of the neutral surface of the structure was made,and the calculating formulas of neutral axis,normal stress,shear stress and displacement were derived.It is concluded that, for the elastic bending beam with different tension-compression modulus in the condition of complex stress, the position of the neutral axis is not related with the shear stress, and the analytical solution can be derived by normal stress used as a criterion, improving the multiple cyclic method which determines the position of neutral point by the principal stress. Meanwhile, a comparison is made between the results of the analytical solution and those calculated from the classic mechanics theory, assuming the tension modulus is equal to the compression modulus, and those from the finite element method (FEM) numerical solution. The comparison shows that the analytical solution considers well the effects caused by the condition of different tension and compression modulus. Finally, a calculation correction of the structure with different modulus is proposed to optimize the structure.

Influence of Angle of Attack and Lateral Force between Wheel and Rail on Wear of Rail ——a Laboratory Study

Angle of attack and lateral force are two important parameters influencing wheel rail wear. This paper deals with the question of influences of the angle of attack and the lateral force on the wear of rail. A series of experiments are conducted on 1/4 JD 1 Wheel/Rail Tribology Simulation Facility. The angles of attack selected in the tests are 0°16′30″, 0°37′40″ and 1°0′0″ respectively. The lateral forces selected in the tests are 0.694 kN, 1.250 kN and 2.083 kN, respectively corresponding to the lateral forces of 25 kN, 45 kN and 75 kN measured in the field, with the aim of keeping the same ratio of L/V between laboratory and field conditions. It is found that the larger the angle of attack is, the more serious the wear of rail is. The relation of rail wear rate versus angle of attack is non linear, and the relation of rail wear rate versus lateral force is approximately linear. The influence of angle of attack is more serious than that of lateral force. For the tractive wheelset, the wear index involving linear and quadratic function terms of angle of attack has good agreement with the limited experimental data. Some conclusions are given.

An integrated approach for the optimization of wheel-rail contact force measurement systems

A comprehension of railway dynamic behavior implies the measure of wheel-rail contact forces which are affected by disturbances and errors that are often difficult to be quantified. In this study, a benchmark test case is proposed, and a bogie with a layout used on some European locomotives such as SIEMENS El90 is studied. In this layout, an additional shaft on which brake disks are installed is used to transmit the braking torque to the wheelset through a single-stage gearbox. Using a mixed approach based on finite element techniques and statistical considerations, it is possible to evaluate an optimal layout for strain gauge positioning and to optimize the measurement system to diminish the effects of noise and disturbance. We also conducted preliminary evaluations on the precision and frequency response of the proposed system.

Modeling of Energy Processes in Wheel-Rail Contacts Operating under Influence of Periodic Discontinuous Forces

In this paper we present new numerical simulation approaches for determining the energy processes under periodic conditions caused by time-discontinuous forces in the wheel-rail contacts. The main advantage of the presented method is the total elimination of frequency analysis, which in effect introduces important simplifications in the identification of the effects in the contact. The second important feature is the fact that the method is based on the analysis of appropriate loops on the energy phase plane leading to an easy estimation of the rail strength through the evaluation of the loop’s area. That model based simulation in the applied dynamics relies on advanced methods for model setup, robust and efficient numerical solution techniques and powerful simulation tools for practical applications. Fundamental properties of contact displacements of the rail surface have been considered on the basis of the newly established method. The contact zone between railway wheels and the rail surfaces made of bulk materials is perceived as strong enough to resist the normal (vertical) forces introduced by heavy loads and the dynamic response induced by track and wheel irregularities. The analysis is carried out for a wheel running on an elastic rail rested on sleepers arranged on completely rigid foundation. The equations of displacement motion are established through the application of the Lagrange equations approach. The established model of the wheel-rail contact dynamics has been applied to that same roll plane but with taking into account a nonlinear characteristic of the sleeper with respect to the ground. Attention then is focused completely on the modeling of the energy absorbed by the rail. The applied method employs the energy state variables as time functions leading to determine the susceptibility of a given contact on the strength induced by the rail roll.

Safety evaluation for railway vehicles using an improved indirect measurement method of wheel–rail forces

The wheel-rail force measurement is of great importance to the condition monitoring and safety evaluation of railway vehicles. In this paper, an improved indirect method for wheel-rail force measurement is proposed to evaluate the running safety of railway vehicles. In this method, the equilibrium equations of a suspended wheelset are derived and the wheel-rail forces are then be obtained from measured suspension and inertia forces. This indirect method avoids structural modifications to the wheelset and is applicable to the long-term operation of railway vehicles. As the wheel-rail lateral forces at two sides of the wheelset are difficult to separate, a new derailment criterion by combined use of wheelset derailment coefficient and wheel unloading ratio is proposed. To illustrate its effectiveness, the indirect method is applied to safety evaluation of rail- way vehicles in different scenarios, such as the cross wind safety of a high-speed train and the safety of a metro vehicle with hunting motions. Then, the feasibility of using this method to identify wheel-rail forces for low-floor light rail vehicles with resilient wheels is discussed. The values identified by this method is compared with that by Simpack simulation for the same low-floor vehicle, which shows a good coincidence between them in the time domain of the wheelset lateral force and the wheel-rail vertical force. In addition, use of the method to determine the high-frequency wheel-rail interaction forces reveals that it is possible to identify the high-frequency wheel-rail forces through the accelerations on the axle box.

Dynamic performance of six-axle locomotive subjected to asymmetric brake shoe forces

To research the influence of asymmetric brake shoe forces(ABSF)induced by braking failure on the dynamic performance of six-axle locomotive,the static equilibrium model of three-axle bogie and dynamic model for locomotive are established.The coupling vibration equations of axle hung motor and wheelset are derived.For the air braking,the influence mechanism of ABSF on the wheel-rail asymmetric motion and force characteristics are discussed.It can be found that if the ABSF is applied in the front wheelset,all the wheelsets move laterally in the same direction.Once the ABSF occurs in the middle or rear one,other wheelsets may move laterally towards the opposite direction.The motion amplitude and direction of all wheelsets strictly depend on the resultant moment of suspension yawing moment and brake shoe asymmetric moment.For the asymmetric braking,the free lateral gap of axle-box could increase the wheelset motion amplitude,but could not change the moving direction.In both the straight line and curve,the ABSF may lead to wheelset misaligning motion,intensify the wheel-rail lateral dynamic interaction and deteriorate wheel-rail contact state.Especially for the steering wheelsets,the asymmetric braking increases the wheelset attack angle significantly,which forms the worst braking condition.

Lateral magnetic stiffness under different parameters in a high-temperature superconductor levitation system

Magnetic stiffness determines the stability of a high-temperature superconductor(HTS)magnetic levitation system.The quantitative properties of the physical and geometrical parameters that affect the stiffness of HTS levitation systems should be identified for improving the stiffness by some effective methods.The magnetic stiffness is directly related to the first-order derivative of the magnetic force with respect to the corresponding displacement,which indicates that the effects of the parameters on the stiffness should be different from the relationships between the forces and the same parameters.In this paper,we study the influences of some physical and geometrical parameters,including the strength of the external magnetic field(B0)produced by a rectangular permanent magnet(PM),critical current density(Jc),the PM-to-HTS area ratio(α),and thickness ratio(β),on the lateral stiffness by using a numerical approach under zero-field cooling(ZFC)and field cooling(FC)conditions.In the first and second passes of the PM,the lateral stiffness at most of lateral positions essentially increases with B0 increasing and decreases withβincreasing in ZFC and FC.The largest lateral stiffness at every lateral position is almost produced by the minimum value of Jc,which is obviously different from the lateral force–Jc relation.Theα-dependent lateral stiffness changes with some parameters,which include the cooling conditions of the bulk HTS,lateral displacement,and movement history of the PM.These findings can provide some suggestions for improving the lateral stiffness of the HTS levitation system.

Study on Ultimate Pullout Force of Grouting Anchors of the Anchor-Pull Retaining Wall

Determination of the grouting anchor pullout force is a key step during the design of anchor-pull retaining wall, but it is mostly determined relied on empirical formula at present, and the rationality and the safety cannot be effectively guaranteed. Based on the engineering case of the gravity retaining wall of Qinglin Freeway, the model test was designed, and combined with the results of the ABAQUS finite element numerical analysis, it was analyzed that how the anchor axial pulling force distributes. The results showed that the force of the anchor near the wall bolt was large and which far from the wall was small and the ultimate pullout force was proportional to the length, diameter and shear strength. When the end tension of the anchor was small, the top load played a leading role on the anchor tension. This conclusion confirmed the calculation formula of ultimate pullout force was and provided a theoretical basis for anchor-pull retaining wall design and calculation.

Theoretical and experimental research on characteristics of lateral vibration for a pre-stress bolt supporting system

According to the structure and stress trait of bearing bolts,a lateral-vibrationmechanics model was established for them,and the relation between lateral-vibration frequencyand axial load was analyzed;then,lateral-vibration trait of bearing bolts was studiedthrough laboratory simulation test.The results indicate that vibration frequency of boltsupport system increases as well as axial force,the detection on axial load of bolts can bemade by generating lateral vibration of bearing bolts.Theoretical and experimental researchresults show that frequency method is effective for detecting the axial force of boltsupport system.

Structural System to Resist Seismic Loads on High Rise Reinforced Concrete Structures

The forces of nature represent the biggest challenge for engineering work in general and perhaps the most prominent of these forces. This generated by earthquake where engineering structure is exposed abnormal loads and stresses which places areal burden on structural engineers to find solutions and structural systems to increase resistance and effectiveness of engineering structure especially high rise concrete structures.

The Use of Tamping Machine for Diagnosising the Longitudinal Forces in Rails of CWR Track

In the novel approach to the diagnostic tests of continuous welded rail （CWR） track by the use of the tamping machine, the fundamental statement related to the recording of the curvature with a definite value of the lateral displacement being subjected to verification, can provide a basis for the determination of the longitudinal axial force in the rail. An attempt has also been made to define an alternative factor which by means of the measured signals, could be used for the determination of the axial forces in the rail sections. A power engineering approach has been adopted to this concept. Within the framework of the experimental investigations, measurements were carried out in the track test section. The investigations were based on stretching the rail sections by stretchers and on lateral displacements of the track by the tamping machine. The operation of the measuring apparatus was also tested in the experimental railway track section while carrying out the geometrical adjustments by the tamping machine. As a result of next series of the investigation carried out in 2006-2007, the authors worked out a procedure of estimating the longitudinal forces in rails of CWR track.

Lateral Force Characteristics of Cartridge Valve Core

The flow field of eccentric conical crevices is formed into the working process of hydraulic valves.Therefore, the valve core is readily subjected to a large lateral force which affects the dynamic response speed.Here, a new type of cartridge valve core structure is proposed to solve this problem. The numerical simulationmethod is applied to analyze the flow characteristics of clearance flow field on velocity distribution, pressuredistribution, valve core motion speed, and leakage. The results using computational fluid dynamics (CFD) showthat the guide groove is set on the surface of the cartridge valve core, increasing the connecting length of thevalve core, forming a uniform radial pressure distribution and velocity distribution, effectively reducing the lateralforce, and at the same time ensuring that the leak is not too big. These findings provide theoretical guidance anda basis for optimizing cartridge valve to reduce the occurrence of jamming and improve the response frequency.

基于时程分析法的中美隔震设计对比研究

介绍了中国《建筑隔震设计标准》(GB/T 51408—2021)(以下简称《隔标》)和美国Minimum design loads and associated criteria for buildings and other structures(ASCE 7-16)隔震设计的相关要求,并针对基于《建筑抗震设计规范》(GB 50011—2010)(2016年版)(以下简称《抗规》)设计的某9度区近场隔震结构,进行了两国规范的设计对比。按《抗规》设计的隔震结构,仍然能满足《隔标》的设计要求。ASCE 7-16对于隔震支座考虑了老化和环境、测试、制造等因素引起的性能参数变化,并按隔震支座的上限及下限属性进行了结构设计。基于相同地震概率水准(50年超越概率2%)的设计对比研究表明,ASCE 7-16的等效侧力法计算值高于《隔标》,按ASCE 7-16要求选择的地震波反应谱明显高于《隔标》,其时程分析结果也大于中国规范,对隔震支座的性能要求更高。