Low-temperature characteristicsof rubbers and performance testsof type 120 emergencyvalve diaphragms

Purpose–The type 120 emergency valve is an essential braking component of railway freight trains,butcorresponding diaphragms consisting of natural rubber(NR)and chloroprene rubber(CR)exhibit insufficientaging resistance and low-temperature resistance,respectively.In order to develop type 120 emergency valverubber diaphragms with long-life and high-performance,low-temperatureresistant CR and NR were processed.Design/methodology/approach–The physical properties of the low-temperature-resistant CR and NRwere tested by low-temperature stretching,dynamic mechanical analysis,differential scanning calorimetryand thermogravimetric analysis.Single-valve and single-vehicle tests of type 120 emergency valves werecarried out for emergency diaphragms consisting of NR and CR.Findings–The low-temperature-resistant CR and NR exhibited excellent physical properties.The elasticityand low-temperature resistance of NR were superior to those of CR,whereas the mechanical properties of thetwo rubbers were similar in the temperature range of 0℃–150℃.The NR and CR emergency diaphragms metthe requirements of the single-valve test.In the low-temperature single-vehicle test,only the low-temperaturesensitivity test of the NR emergency diaphragm met the requirements.Originality/value–The innovation of this study is that it provides valuable data and experience for futuredevelopment of type 120 valve rubber diaphragms.

Study on physical and mechanical properties of cement asphalt emulsified mortar under track slab

Purpose–During the construction process of the China Railway Track System(CRTS)I type filling layer,the nonwoven fabric bags have been used as grouting templates for cement asphalt(CA)emulsified mortar.The porous structure of nonwoven fabrics endowed the templates with breathability and water permeability.The standard requires that the volume expansion rate of CA mortar must be controlled within 1%–3%,which can generate expansion pressure to ensure that the cavities under track slabs are filled fully.However,the expansion pressure caused some of the water to seep out from the periphery of the filling bag,and it would affect the actual mix proportion of CA mortar.The differences in physical and mechanical properties between the CA mortar under track slabs and the CA mortar formed in the laboratory were studied in this paper.The relevant results could provide important methods for the research of filling layer materials for CRTS I type and other types of ballastless tracks in China.Design/methodology/approach–During the inspection of filling layer,the samples of CA mortar from different working conditions and raw materials were taken by uncovering the track slabs and drilling cores.The physical and mechanical properties of CA mortar under the filling layer of the slab were systematically analyzed by testing the electrical flux,compressive strength and density of mortar in different parts of the filling layer.Findings–In this paper,the electric flux,the physical properties and mechanical properties of different parts of CA mortar under the track slab were investigated.The results showed that the density,electric flux and compressive strength of CA mortar were affected by the composition of raw materials for dry powders and different parts of the filling layer.In addition,the electrical flux of CA mortar gradually decreased within 90 days’age.The electrical flux of samples with the thickness of 54 mm was lower than 500 C.Therefore,the impermeability and durability of CA mortar could be improved by increasing the thickness of filling layer.Besides,the results showed that the compressive strength of CA mortar increased,while the density and electric flux decreased gradually,with the prolongation of hardening time.Originality/value–During 90 days’age,the electrical flux of the CA mortar gradually decreased with the increase of specimen thickness and the electrical flux of the specimens with the thickness of 54 mm was lower than 500 C.The impermeability and durability of the CA mortar could be improved by increasing the thickness of filling layer.The proposed method can provide reference for the further development and improvement of CRTS I and CRTS II type ballastless track in China.

Phase-engineering modulation of Mn-based oxide cathode for constructing super-stable sodium storage

The Mn-based oxide cathode with enriched crystal phase structure and component diversity can provide the excellent chemistry structure for Na-ion batteries.Nevertheless,the broad application prospect is obstructed by the sluggish Na^(+)kinetics and the phase transitions upon cycling.Herein,we establish the thermodynamically stable phase diagram of various Mn-based oxide composites precisely controlled by sodium content tailoring strategy coupling with co-doping and solid-state reaction.The chemical environment of the P2/P'3 and P2/P3 biphasic composites indicate that the charge compensation mechanism stems from the cooperative contribution of anions and cations.Benefiting from the no phase transition to scavenge the structure strain,P2/P'3 electrode can deliver long cycling stability(capacity retention of 73.8%after 1000 cycles at 10 C)and outstanding rate properties(the discharge capacity of 84.08 mA h g^(-1)at 20 C)than P2/P3 electrode.Furthermore,the DFT calculation demonstrates that the introducing novel P'3 phase can significantly regulate the Na^(+)reaction dynamics and modify the local electron configuration of Mn.The effective phase engineering can provide a reference for designing other high-performance electrode materials for Na-ion batteries.

Experimental study of the gap between track slab and cement asphalt mortar layer in CRTS I slab track

Gap exists in the interface of cement asphalt emulsion mortar and CRTS I track slab universally, which is more severe at four corners than other parts of the track slab. In this work, the temperature and elevation of CRTS I slab track with and without rail were measured continuously to study the influence mechanism of rail on the gap. The results show that the alternating temperature gradient of track slab is the main reason that causes the gap, and laying rail can efficiently decrease the gap size in the slab track without rail. Compared with the slab track without rail, the maximum elevation occurred at the corner, the maximum gapwidth and the maximum gap depth of the slab track with rail laid were decreased by 0.45 mm （25.7%）, 0.75 mm （46.6%） and 9.5 mm （59.4%）, respectively; meanwhile, the disqualification ratio at corners was reduced to 5.9%, which is 50% less than that of the track without rail. When elevation mismatch occurs in adjacent track slabs, a gasket should be placed at rail-bearing bed below the track slab in order to avoid the lower slab being dragged up by the higher slab and the further occurrence of new gap.

Typical wheel–rail profile change rules and matching characteristics of high speed railway in China

Purpose–In order to systematically grasp the changes and matching characteristics of wheel and rail profiles of high speed railway(HSR)in China,172 rail profile measurement points and 384 wheels of 6 high-speed electric motive unites(EMUs)were selected on 6 typical HSR lines,including Beijing–Shanghai,Wuhan–Guangzhou,Harbin–Dalian,Lanzhou–Xinjiang,Guiyang–Guangzhou and Dandong–Dalian for a two-year field test.Design/methodology/approach–Based on the measured data,the characteristics of rail and wheel wear were analyzed by mathematical statistics method.The equivalent conicity of wheel and rail matching in a wheel reprofiling cycle was analyzed by using the measured rail profile.Findings–Results showed that when the curve radius of HSR was larger than 2,495 m,the wear rate of straight line and curve rail was almost the same.For the line with annual traffic gross weight less than 11 Mt,the vertical wear of rail was less than 0.01 mm.The wear rate of the rail with the curve radius less than 800 m increased obviously.The wheel tread wear of EMUs on Harbin–Dalian line,Lanzhou–Xinjiang line and Dandong–Dalian line was relatively large,and the average wear rate of tread was about 0.05–0.06 mm$(10,000 km)
1,while that of Beijing–Shanghai line,Wuhan–Guangzhou line and Guiyang–Guangzhou line was about 0.03–0.035 mm$(10,000 km)
1.When the wear range was small,the equivalent conicity increased with the increase of wheel tread wear.When the wear range of wheel was wide,the wheel–rail contact points were evenly distributed,and the equivalent conicity did not increase obviously.Originality/value–This research proposes the distribution range of the equivalent conicity in one reprofiling cycle of various EMU trains,which provides guidance for the condition-based wheel reprofiling.

Influences of cement asphalt emulsified mortar construction on track slab geometry status

Purpose–The construction of cement asphalt(CA)emulsified mortar can obviously disturb the slab status after the fine adjustment.To decrease or eliminate the influence of CA mortar grouting on track slab geometry status,the effects of grouting funnel,slab pressing method,mortar expansion ratio,seepage ratio and grouting area on China Railway Track System Type(CRTS I)track slab geometry status were discussed in this paper.Design/methodology/approach–Combined with engineering practice,this paper studied the expansion law of filling layer mortar,the liquid level height of the filling funnel,the pressure plate device and the amount of exudation water and systematically analyzed the influence of filling layer mortar construction on the state of track slab.Relevant precautions and countermeasures were put forward.Findings–The results showed that the track slab floating values of four corners were different with the CA mortar grouting and the track slab corner near CA mortar grouting hole had the maximum floating values.The anti-floating effect of“7”shaped slab pressing device was more efficient than fixed-joint angle iron,and the slab floating value could be further decreased by increasing the amount of“7”shaped slab pressing devices.After CA mortar grouting,the track slab floating pattern had a close correlation with the expansion rate and water seepage rate of CA mortar over time and the expansion and water seepage rate of the mortar were faster when the temperature was high.Furthermore,the use of strip CA mortar filling under the rail bearing platform on bothsides could effectively reduce the float under the track slab,and it could also save mortar consumption and reduce costs.Originality/value–This study plays an important role in controlling the floating values,CA mortar dosage and the building cost of projects by grouting CA mortar at two flanks of filling space.The research results have guiding significance for the design and construction of China’s CRTS I,CRTS II and CRTS III track slab.

Development of rail technology for high speed railway in China

Purpose–The purpose of this paper is to summarize the status and characteristics of rail technology of high-speed railway in China,and point out the development direction of rail technology of high-speed railway.Design/methodology/approach–This study reviews the evolution of high-speed rail standards in China,comparing their chemical composition,mechanical attributes and geometric specifications with EN standards.It delves into the status of rail production technology,shifts in key performance indicators and the quality characteristics of rails.The analysis further examines the interplay between wheels and rails,the implementation of grinding technology and the techniques for inspecting rail service conditions.It encapsulates the salient features of rail operation and maintenance within the high-speed railway ecosystem.The paper concludes with an insightful prognosis of high-speed railway technology development in China.Findings–The rail standards of high-speed railway in China are scientific and advanced,highly operational and in line with international standards.The quality and performance of rail in China have reached the world’s advanced level.The 60N profile guarantees the operation quality of wheel–rail interaction effectively.The rail grinding technology system scientifically guarantees the long-term good service performance of the rail.The rail service state detection technology is scientific and efficient.The rail technology will take“more intelligent”and“higher speed”as the development direction to meet the future needs of high-speed railway in China.Originality/value–The development direction of rail technology for high-speed railway in China is defined,which will promote the continuous innovation and breakthrough of rail technology.

Effect of Mo content on the thermal stability of Ti-Mo-bearing ferritic steel

The effects of tempering holding time at 700℃on the morphology,mechanical properties,and behavior of nanoparticles in Ti-Mo ferritic steel with different Mo contents were analyzed using scanning electron microscopy and transmission electron microscopy.The equilibrium solid solution amounts of Mo,Ti,and C in ferritic steel at various temperatures were calculated,and changes in the sizes of nanoparticles over time at different Mo contents were analyzed.The experimental results and theoretical calculations were in good agreement with each other and showed that the size of nanoparticles in middle Mo content nano-ferrite(MNF)steel changed the least during aging.High Mo contents inhibited the maturation and growth of nanoparticles,but no obvious inhibitory effect was observed when the Mo content exceeded 0.37wt%.The tensile strength and yield strength continuously decreased with the tempering time.Analysis of the strengthening and toughening mechanisms showed that the different mechanical properties among the three different Mo content experiment steels were mainly determined by grain refinement strengthening(the difference range was 30-40 MPa)and precipitation strengthening(the difference range was 78-127 MPa).MNF steel displayed an ideal chemical ratio and the highest thermodynamic stability,whereas low Mo content nano-ferrite(LNF)steel and high Mo content nano-ferrite(HNF)steel displayed relatively similar thermodynamic stabilities.

Interfacial engineering of the layered oxide cathode materials for sodium-ion battery

The layered metal oxides are reviewed as the hopeful cathode materials for high-performance sodium-ion batteries(SIBs)due to their large theoretical capacity,favorable two-dimensional(2D)ion diffusion channel,and simple manipuility.However,their cycling stability,rate capability,and thermal stability are still significantly concerned and highlighted before further practical application.The chemical,mechanical and electrochemical stability of the cathode–electrolyte interfaces upon cycling is of great significance.Herein,the unique structural and electrochemical properties of the layered oxide cathode materials for SIB are reviewed.The mechanism of bulk/surface degradation induced by oxygen evolution,phase transition,microcrack,and electrolyte decomposition is thoroughly understood.Furthermore,the interfacial engineering to construct stable interface through various effective methods is fully discussed.The future outlook and challenges for interfacial engineering in this filed are also summarized.This review should shed light on the rational design and construct of robust interface for applications of superior layered oxide cathodes in SIB and may suggest future research directions.

A hybrid machine learning model for predicting continuous cooling transformation diagrams in welding heat-affected zone of low alloy steels

Continuous cooling transformation diagrams in synthetic weld heat-affected zone(SH-CCT diagrams)show the phase transition temperature and hardness at different cooling rates,which is an important basis for formulating the welding process or predicting the performance of welding heat-affected zone.However,the experimental determination of SH-CCT diagrams is a time-consuming and costly process,which does not conform to the development trend of new materials.In addition,the prediction of SHCCT diagrams using metallurgical models remains a challenge due to the complexity of alloying elements and welding processes.So,in this study,a hybrid machine learning model consisting of multilayer perceptron classifier,k-Nearest Neighbors and random forest is established to predict the phase transformation temperature and hardness of low alloy steel using chemical composition and cooling rate.Then the SH-CCT diagrams of 6 kinds of steels are calculated by the hybrid machine learning model.The results show that the accuracy of the classification model is up to 100%,the predicted values of the regression models are in good agreement with the experimental results,with high correlation coefficient and low error value.Moreover,the mathematical expressions of hardness in welding heat-affected zone of low alloy steel are calculated by symbolic regression,which can quantitatively express the relationship between alloy composition,cooling time and hardness.This study demonstrates the great potential of the material informatics in the field of welding technology.