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.

Current status and prospects of research on safety situation awareness of high speed railway operation environment

Purpose–The safety of high-speed rail operation environments is an important guarantee for the safe operation of high-speed rail.The operating environment of the high-speed rail is complex,and the main factors affecting the safety of high-speed rail operating environment include meteorological disasters,perimeter intrusion and external environmental hazards.The purpose of the paper is to elaborate on the current research status and team research progress on the perception of safety situation in high-speed rail operation environment and to propose directions for further research in the future.Design/methodology/approach–In terms of the mechanism and spatio-temporal evolution law of the main influencing factors on the safety of high-speed rail operation environments,the research status is elaborated,and the latest research progress and achievements of the team are introduced.This paper elaborates on the research status and introduces the latest research progress and achievements of the team in terms of meteorological,perimeter and external environmental situation perception methods for high-speed rail operation.Findings–Based on the technical route of“situational awareness evaluation warning active control,”a technical system for monitoring the safety of high-speed train operation environments has been formed.Relevant theoretical and technical research and application have been carried out around the impact of meteorological disasters,perimeter intrusion and the external environment on high-speed rail safety.These works strongly support the improvement of China’s railway environmental safety guarantee technology.Originality/value–With the operation of CR450 high-speed trains with a speed of 400 kmper hour and the application of high-speed train autonomous driving technology in the future,new and higher requirements have been put forward for the safety of high-speed rail operation environments.The following five aspects of work are urgently needed:(1)Research the single factor disaster mechanism of wind,rain,snow,lightning,etc.for high-speed railways with a speed of 400 kms per hour,and based on this,study the evolution characteristics of multiple safety factors and the correlation between the high-speed driving safety environment,revealing the coupling disastermechanism ofmultiple influencing factors;(2)Research covers multi-source data fusion methods and associated features such as disaster monitoring data,meteorological information,route characteristics and terrain and landforms,studying the spatio-temporal evolution laws of meteorological disasters,perimeter intrusions and external environmental hazards;(3)In terms of meteorological disaster situation awareness,research high-precision prediction methods for meteorological information time series along high-speed rail lines and study the realization of small-scale real-time dynamic and accurate prediction of meteorological disasters along high-speed rail lines;(4)In terms of perimeter intrusion,research amulti-modal fusion perception method for typical scenarios of high-speed rail operation in all time,all weather and all coverage and combine artificial intelligence technology to achieve comprehensive and accurate perception of perimeter security risks along the high-speed rail line and(5)In terms of external environment,based on the existing general network framework for change detection,we will carry out research on change detection and algorithms in the surrounding environment of highspeed rail.

Continuous prediction method of earthquake early warning magnitude for high-speed railway based on support vector machine

Purpose–Using the strong motion data ofK-net in Japan,the continuous magnitude prediction method based on support vector machine(SVM)was studied.Design/methodology/approach–In the range of 0.5–10.0 s after the P-wave arrival,the prediction time window was established at an interval of 0.5 s.12 P-wave characteristic parameters were selected as the model input parameters to construct the earthquake early warning(EEW)magnitude prediction model(SVM-HRM)for high-speed railway based on SVM.Findings–The magnitude prediction results of the SVM-HRM model were compared with the traditional magnitude prediction model and the high-speed railway EEW current norm.Results show that at the 3.0 s time window,themagnitude prediction error of the SVM-HRMmodel is obviously smaller than that of the traditionalτc method and Pd method.The overestimation of small earthquakes is obviously improved,and the construction of the model is not affected by epicenter distance,so it has generalization performance.For earthquake events with themagnitude range of 3–5,the single station realization rate of the SVM-HRMmodel reaches 95%at 0.5 s after the arrival of P-wave,which is better than the first alarm realization rate norm required by“The TestMethod of EEW andMonitoring Systemfor High-Speed Railway.”For earthquake eventswithmagnitudes ranging from3 to 5,5 to 7 and 7 to 8,the single station realization rate of the SVM-HRM model is at 0.5 s,1.5 s and 0.5 s after the P-wave arrival,respectively,which is better than the realization rate norm of multiple stations.Originality/value–At the latest,1.5 s after the P-wave arrival,the SVM-HRM model can issue the first earthquake alarm that meets the norm of magnitude prediction realization rate,which meets the accuracy and continuity requirements of high-speed railway EEW magnitude prediction.

Rail fastener defect inspection method for multi railways based on machine vision

Purpose–This research aims to improve the performance of rail fastener defect inspection method for multi railways,to effectively ensure the safety of railway operation.Design/methodology/approach–Firstly,a fastener region location method based on online learning strategy was proposed,which can locate fastener regions according to the prior knowledge of track image and template matching method.Online learning strategy is used to update the template library dynamically,so that the method not only can locate fastener regions in the track images of multi railways,but also can automatically collect and annotate fastener samples.Secondly,a fastener defect recognition method based on deep convolutional neural network was proposed.The structure of recognition network was designed according to the smaller size and the relatively single content of the fastener region.The data augmentation method based on the sample random sorting strategy is adopted to reduce the impact of the imbalance of sample size on recognition performance.Findings–Test verification of the proposed method is conducted based on the rail fastener datasets of multi railways.Specifically,fastener location module has achieved an average detection rate of 99.36%,and fastener defect recognition module has achieved an average precision of 96.82%.Originality/value–The proposed method can accurately locate fastener regions and identify fastener defect in the track images of different railways,which has high reliability and strong adaptability to multi railways.

Stability evaluation method of large cross-section tunnel considering modification of thickness-span ratio in mechanized operation

Purpose-This study aims to research the large cross-section tunnel stability evaluation method corrected after considering the thickness-span ratio.Design/methodology/approach-First,taking the Liuyuan Tunnel of Huanggang-Huangmei High-Speed Railway as an example and taking deflection of the third principal stress of the surrounding rock at a vault after tunnel excavation as the criterion,the critical buried depth of the large section tunnel was determined.Then,the strength reduction method was employed to calculate the tunnel safety factor under different rock classes and thickness-span ratios,and mathematical statistics was conducted to identify the relationships of the tunnel safety factor with the thickness-span ratio and the basic quality(BQ)index of the rock for different rock classes.Finally,the influences of thickness-span ratio,groundwater,initial stress of rock and structural attitude factors were considered to obtain the corrected BQ,based on which the stability of a large cross-section tunnel with a depth of more than 100 m during mechanized operation was analyzed.This evaluation method was then applied to Liuyuan Tunnel and Cimushan No.2 Tunnel of Chongqing Urban Expressway for verification.Findings-This study shows that under different rock classes,the tunnel safety factor is a strict power function of the thickness-span ratio,while a linear function of the BQ to some extent.It is more suitable to use the corrected BQ as a quantitative index to evaluate tunnel stability according to the actual conditions of the site.Originality/value-The existing industry standards do not consider the influence of buried depth and span in the evaluation of tunnel stability.The stability evaluation method of large section tunnel considering the correction of overburden span ratio proposed in this paper achieves higher accuracy for the stability evaluation of surrounding rock in a full or large-section mechanized excavation of double line high-speed railway tunnels.

A critical review of wheel/rail high frequency vibration-induced vibration fatigue of railway bogie in China

Purpose–This review aims to give a critical view of the wheel/rail high frequency vibration-induced vibration fatigue in railway bogie.Design/methodology/approach–Vibration fatigue of railway bogie arising from the wheel/rail high frequency vibration has become the main concern of railway operators.Previous reviews usually focused on the formation mechanism of wheel/rail high frequency vibration.This paper thus gives a critical review of the vibration fatigue of railway bogie owing to the short-pitch irregularities-induced high frequency vibration,including a brief introduction of short-pitch irregularities,associated high frequency vibration in railway bogie,typical vibration fatigue failure cases of railway bogie and methodologies used for the assessment of vibration fatigue and research gaps.Findings–The results showed that the resulting excitation frequencies of short-pitch irregularity vary substantially due to different track types and formation mechanisms.The axle box-mounted components are much more vulnerable to vibration fatigue compared with other components.The wheel polygonal wear and rail corrugation-induced high frequency vibration is the main driving force of fatigue failure,and the fatigue crack usually initiates from the defect of the weld seam.Vibration spectrum for attachments of railway bogie defined in the standard underestimates the vibration level arising from the short-pitch irregularities.The current investigations on vibration fatigue mainly focus on the methods to improve the accuracy of fatigue damage assessment,and a systematical design method for vibration fatigue remains a huge gap to improve the survival probability when the rail vehicle is subjected to vibration fatigue.Originality/value–The research can facilitate the development of a new methodology to improve the fatigue life of railway vehicles when subjected to wheel/rail high frequency vibration.

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.

Impact of typical environments in China’s western mountainous areas on the durability of railway concrete:a review

Purpose–This study aims to analyze the impact mechanism of typical environments in China’s western mountainous areas on the durability of railway concrete and propose measures to improve durability.Design/methodology/approach–With the continuous promotion of infrastructure construction,the focus of China’s railway construction has gradually shifted to the western region.The four typical environments of large temperature differences,strong winds and dryness,high cold and low air pressure unique to the western mountainous areas of China have adverse effects on the durability of typical railway structure concrete(bridges,ballastless tracks and tunnels).This study identified the characteristics of four typical environments in the western mountainous areas of China through on-site research.The impact mechanism of the four typical environments on the durability of concrete in different structural parts of railways has been explored through theoretical analysis and experimental research;Finally,a strategy for improving the durability of railway concrete suitable for the western mountainous areas of China was proposed.Findings–The daily temperature difference in the western mountainous areas of China is more than twice that of the plain region,which will lead to significant temperature deformation and stress in the multi-layered structure of railway ballastless tracks.It will result in cracking.The wind speed in the western plateau region is about 2.5 to 3 times that of the plain region,and the average annual rainfall is only 1/5 of that in the plain region.The drying effect on the surface of casting concrete will significantly accelerate its cracking process,leading to serious durability problems.The environmental temperature in the western mountainous areas of China is generally low,and there are more freeze-thaw cycles,which will increase the risk of freeze-thaw damage to railway concrete.The environmental air pressure in the western plateau region is only 60%of that in the plain region.The moisture inside the concrete is more likely to diffuse into the surrounding environment under the pressure difference,resulting in greater water loss and shrinkage deformation of the concrete in the plateau region.The above four issues will collectively lead to the rapid deterioration of concrete durability in the western plateau region.The corresponding durability improvement suggestions from theoretical research,new technology development and standard system was proposed in this paper.Originality/value–The research can provide the mechanism of durability degradation of railway concrete in the western mountainous areas of China and corresponding improvement strategies.

Current situation and development trend of design methods for subgrade structure of high speed railways

Purpose–This method will become a new development trend in subgrade structure design for high speed railways.Design/methodology/approach–This paper summarizes the structural types and design methods of subgrade bed for high speed railways in China,Japan,France,Germany,the United States and other countries based on the study and analysis of existing literature and combined with the research results and practices of high speed railway subgrade engineering at home and abroad.Findings–It is found that in foreign countries,the layered reinforced structure is generally adopted for the subgrade bed of high speed railways,and the unified double-layer or multi-layer structure is adopted for the surface layer of subgrade bed,while the simple structure is adopted in China;in foreign countries,different inspection parameters are adopted to evaluate the compaction state of fillers according to their respective understanding and practice,while in China,compaction coefficient,subsoil coefficient and dynamic deformation modulus are adopted for such evaluation;in foreign countries,the subgrade top deformation control method,the subgrade bottom deformation control method,the subsurface fill strength control method are mainly adopted in subgrade bed structure design of high speed railways,while in China,dynamic deformation control of subgrade surface and dynamic strain control of subgrade bed bottom layer is adopted in the design.However,the cumulative deformation of subgrade caused by train cyclic vibration load is not considered in the existing design methods.Originality/value–This paper introduces a new subgrade structure design method based on whole-process dynamics analysis that meets subgrade functional requirements and is established on the basis of the existing research at home and abroad on prediction methods for cumulative deformation of subgrade soil.

Multi-objective aerodynamic optimization design of high-speed maglev train nose

Purpose–The nose length is the key design parameter affecting the aerodynamic performance of high-speed maglev train,and the horizontal profile has a significant impact on the aerodynamic lift of the leading and trailing cars Hence,the study analyzes aerodynamic parameters with multi-objective optimization design.Design/methodology/approach–The nose of normal temperature and normal conduction high-speed maglev train is divided into streamlined part and equipment cabin according to its geometric characteristics.Then the modified vehicle modeling function(VMF)parameterization method and surface discretization method are adopted for the parametric design of the nose.For the 12 key design parameters extracted,combined with computational fluid dynamics(CFD),support vector machine(SVR)model and multi-objective particle swarm optimization(MPSO)algorithm,the multi-objective aerodynamic optimization design of highspeed maglev train nose and the sensitivity analysis of design parameters are carried out with aerodynamic drag coefficient of the whole vehicle and the aerodynamic lift coefficient of the trailing car as the optimization objectives and the aerodynamic lift coefficient of the leading car as the constraint.The engineering improvement and wind tunnel test verification of the optimized shape are done.Findings–Results show that the parametric design method can use less design parameters to describe the nose shape of high-speed maglev train.The prediction accuracy of the SVR model with the reduced amount of calculation and improved optimization efficiency meets the design requirements.Originality/value–Compared with the original shape,the aerodynamic drag coefficient of the whole vehicle is reduced by 19.2%,and the aerodynamic lift coefficients of the leading and trailing cars are reduced by 24.8 and 51.3%,respectively,after adopting the optimized shape modified according to engineering design requirements.

Eddy current quantitative evaluation of high-speed railway contact wire cracks based on neural network

Purpose–The purpose of this study is to study the quantitative evaluation method of contact wire cracks by analyzing the changing law of eddy current signal characteristics under different cracks of contact wire of high-speed railway so as to provide a new way of thinking and method for the detection of contact wire injuries of high-speed railway.Design/methodology/approach–Based on the principle of eddy current detection and the specification parameters of high-speed railway contact wires in China,a finite element model for eddy current testing of contact wires was established to explore the variation patterns of crack signal characteristics in numerical simulation.A crack detection system based on eddy current detection was built,and eddy current detection voltage data was obtained for cracks of different depths and widths.By analyzing the variation law of eddy current signals,characteristic parameters were obtained and a quantitative evaluation model for crack width and depth was established based on the back propagation(BP)neural network.Findings–Numerical simulation and experimental detection of eddy current signal change rule is basically consistent,based on the law of the selected characteristics of the parameters in the BP neural network crack quantitative evaluation model also has a certain degree of effectiveness and reliability.BP neural network training results show that the classification accuracy for different widths and depths of the classification is 100 and 85.71%,respectively,and can be effectively realized on the high-speed railway contact line cracks of the quantitative evaluation classification.Originality/value–This study establishes a new type of high-speed railway contact wire crack detection and identification method,which provides a new technical means for high-speed railway contact wire injury detection.The study of eddy current characteristic law and quantitative evaluation model for different cracks in contact line has important academic value and practical significance,and it has certain guiding significance for the detection technology of contact line in high-speed railway.

Typical faults and safety analysis of brake controller for AC locomotive

Purpose–The brake controller is a key component of the locomotive brake system.It is essential to study its safety.Design/methodology/approach–This paper summarizes and analyzes typical faults of the brake controller,and proposes four categories of faults:position sensor faults,microswitch faults,mechanical faults and communication faults.Suggestions and methods for improving the safety of the brake controller are also presented.Findings–In this paper,a self-judgment and self-learning dynamic calibration method is proposed,which integrates the linear error of the sensor and the manufacturing and assembly errors of the brake controller to solve the output drift.This paper also proposes a logic for diagnosing and handling microswitch faults.Suggestions are proposed for other faults of brake controller.Originality/value–The methods proposed in this paper can greatly improve the usability of the brake controller and reduce the failure rate.

MPC-based time synchronizationmethod for V2V (vehicle-tovehicle)communication

Purpose–As the strategy of 5G new infrastructure is deployed and advanced,5G-R becomes the primary technical system for future mobile communication of China’s railway.V2V communication is also an important application scenario of 5G communication systems on high-speed railways,so time synchronization between vehicles is critical for train control systems to be real-time and safe.How to improve the time synchronization performance in V2V communication is crucial to ensure the operational safety and efficiency of high-speed railways.Design/methodology/approach–This paper proposed a time synchronization method based on model predictive control(MPC)for V2V communication.Firstly,a synchronous clock for V2V communication was modeled based on the fifth generation mobile communication-railway(5G-R)system.Secondly,an observation equation was introduced according to the phase and frequency offsets between synchronous clocks of two adjacent vehicles to construct an MPC-based space model of clock states of the adjacent vehicles.Finally,the optimal clock offset was solved through multistep prediction,rolling optimization and other control methods,and time synchronization in different V2V communication scenarios based on the 5G-R system was realized through negative feedback correction.Findings–The results of simulation tests conducted with and without a repeater,respectively,show that the proposed method can realize time synchronization of V2V communication in both scenarios.Compared with other methods,the proposed method has faster convergence speed and higher synchronization precision regardless of whether there is a repeater or not.Originality/value–This paper proposed an MPC-based time synchronization method for V2V communication under 5G-R.Through the construction of MPC controllers for clocks of adjacent vehicles,time synchronization was realized for V2V communication under 5G-R by using control means such as multistep prediction,rolling optimization,and feedback correction.In view of the problems of low synchronization precision and slow convergence speed caused by packet loss with existing synchronization methods,the observer equation was introduced to estimate the clock state of the adjacent vehicles in case of packet loss,which reduces the impact of clock error caused by packet loss in the synchronization process and improves the synchronization precision of V2V communication.The research results provide some theoretical references for V2V synchronous wireless communication under 5G-R technology.

Detection of butt weld of laser-MIG hybrid welding of thin-walled profile for high-speed train

Purpose–This study aims to solve the problem of weld quality inspection,for the aluminum alloy profile welding structure of high-speed train body has complex internal shape and thin plate thickness(2–4 mm),the conventional nondestructive testing method of weld quality is difficult to implement.Design/methodology/approach–In order to solve this problem,the ultrasonic creeping wave detection technology was proposed.The impact of the profile structure on the creeping wave detection was studied by designing profile structural test blocks and artificial simulation defect test blocks.The detection technology was used to test the actual welded test blocks,and compared with the results of X-ray test and destructive test(tensile test)to verify the accuracy of the ultrasonic creeping wave test results.Findings–It is indicated that that X-ray has better effect on the inspection of porosities and incomplete penetration defects.However,due to special detection method and protection,the detection speed is slow,which cannot meet the requirements of field inspection of the welding structure of aluminum alloy thin-walled profile for high-speed train body.It can be used as an auxiliary detection method for a small number of sampling inspection.The ultrasonic creeping wave can be used to detect the incomplete penetration welds with the equivalent of 0.25 mm or more,the results of creeping wave detection correspond well with the actual incomplete penetration defects.Originality/value–The results show that creeping wave detection results correspond well with the actual non-penetration defects and can be used for welding quality inspection of aluminum alloy thin-wall profile composite welding joints.It is recommended to use the echo amplitude of the 10 mm 30.2 mm 30.5 mm notch as the criterion for weld qualification.

Comparison study on measurement of rail weld joint between inertial reference method and multi-point chord reference method

Purpose – Straightness measurement of rail weld joint is of essential importance to railway maintenance. Dueto the lack of efficient measurement equipment, there has been limited in-depth research on rail weld joint with a5-m wavelength range, leaving a significant knowledge gap in this field.Design/methodology/approach – In this study, the authors used the well-established inertial referencemethod (IR-method), and the state-of-the-art multi-point chord reference method (MCR-method). Two methodshave been applied in different types of rail straightness measurement trollies, respectively. These instrumentswere tested in a high-speed rail section within a certain region of China. The test results were ultimatelyvalidated through using traditional straightedge and feeler gauge methods as reference data to evaluate the railweld joint straightness within the 5-m wavelength range.Findings – The research reveals that IR-method and MCR-method produce reasonably similar measurementresults for wavelengths below 1 m. However, MCR-method outperforms IR-method in terms of accuracy forwavelengths exceeding 3 m. Furthermore, it was observed that IR-method, while operating at a slower speed,carries the risk of derailing and is incapable of detecting rail weld joints and low joints within the track.Originality/value – The research compare two methods’ measurement effects in a longer wavelength rangeand demonstrate the superiority of MCR-method.

Numerical analysis for permafrost temperature field in the short term of permafrost subgrade filling

Purpose-It is of great significance to study the influence of subgrade filling on permafrost temperature field in permafrost area for the smooth construction and safe operation of railway.Design/methodology/approach-The paper builds up the model for the hydrothermal coupling calculation of permafrost using finite element software COMSOL to study how permafrost temperature field changes in the short term after subgrade filling,on which basis it proposes the method of calculation for the concave distortion of freezing front in the subgrade-covered area.Findings-The results show that the freezing front below the subgrade center sinks due to the thermal effect of subgrade filling,which will trigger hydrothermal erosion in case of sufficient moisture inflows,leading to the thawing settlement or the cracking of the subgrade,etc.The heat output of soil will be hindered the most in case of July filling,in which case the sinking and the distortion of the freezing front is found to be the most severe,which the recovery of the permafrost temperature field,the slowest,constituting the most unfavorable working condition.The concave distortion of the freezing front in the subgrade area increases with the increase in temperature difference between the filler and ground surface,the subgrade height,the subgrade width and the volumetric thermal capacity of filler,while decreases with the increase of the thermal conductivity of filler.Therefore,the filler chose for engineering project shall be of small volumetric thermal capacity,low initial temperature and high thermal conductivity whenever possible.Originality/value-The concave distortion of the freezing front under different working conditions at different times after filling can be calculated using the method proposed.

Medium-term forecast of daily passenger volume of high speed railway based on DLP-WNNMedium-term forecast of dailypassenger volume of high speedrailway based on DLP-WNN

Purpose – This paper aims to propose a medium-term forecast model for the daily passenger volume of HighSpeed Railway (HSR) systems to predict the daily the Origin-Destination (OD) daily volume formultiple consecutivedays (e.g. 120 days).Design/methodology/approach – By analyzing the characteristics of the historical data on daily passengervolume of HSR systems, the date and holiday labels were designed with determined value ranges.In accordance to the autoregressive characteristics of the daily passenger volume of HSR, the Double LayerParallel Wavelet Neural Network (DLP-WNN) model suitable for the medium-term (about 120 d) forecast of thedaily passenger volume of HSR was established. The DLP-WNN model obtains the daily forecast result byweighed summation of the daily output values of the two subnets. Subnet 1 reflects the overall trend of dailypassenger volumes in the recent period, and subnet 2 the daily fluctuation of the daily passenger volume toensure the accuracy of medium-term forecast.Findings – According to the example application, in which the DLP-WNN modelwas used for the medium-termforecast of the daily passenger volumes for 120 days for typical O-D pairs at 4 different distances, the averageabsolute percentage error is 7%-12%, obviously lower than the results measured by the Back Propagation (BP)neural network, the ELM (extreme learning machine), the ELMAN neural network, the GRNN (generalizedregression neural network) and the VMD-GA-BP. The DLP-WNN model was verified to be suitable for themedium-term forecast of the daily passenger volume of HSR.Originality/value – This study proposed a Double Layer Parallel structure forecast model for medium-termdaily passenger volume (about 120 days) of HSR systems by using the date and holiday labels and WaveletNeural Network. The predict results are important input data for supporting the line planning, scheduling andother decisions in operation and management in HSR systems.

China’s railway train speed,density and weight in developing

Purpose–This study aims to analyze the development direction of train speed,density and weight in China.Design/methodology/approach–The development of China’s railway in the past 40 years can be divided into 3 stages.At the stage of potential tapping and capacity expansion,it is important to improve the train weight and density by upgrading the existing lines,and improving transportation capacity rapidly.At the stage of railway speed increase,the first priority is to increase train speed,reduce the travel time of passenger train,and synchronously take into account the increase of train density and weight.At the stage of developing high-speed railway,train speed,density and weight are co-developing on demand.Findings–The train speed of high-speed railway will be 400 km h
1,the interval time of train tracking will be 3 min,and the traffic density will be more than 190 pairs per day.The running speed of high-speed freight EMU will reach 200 km h
1 and above.The maximum speed of passenger train on mixed passenger and freight railway can reach 200 km h
1.The minimum interval time of train tracking can be compressed to 5 min.The freight train weight of 850 m series arrival-departure track railway can be increased to 4,500–5,000 t and that of 1,050 m series to 5,500–6,400 t.EMU trains should gradually replace ordinary passenger trains to improve the quality of railway passenger service.Small formation trains will operate more in intercity railway,suburban railway and short-distance passenger transportation.Originality/value–The research can provide new connotations and requirements of railway train speed,density and weight in the new railway stage.

Research on the origin and evolution of technical management regulations for railway

Purpose–To facilitate technical managers and field workers to master and understand the provisions of Technical Management Regulations for Railway more accurately,so as to better serve the comprehensive revision of the Regulations,this paper carries out the research on the traceability and evolution of the provisions of the Regulations.Design/methodology/approach–This paper studies and analyzes the evolution of the 11th edition of the Regulations by analyzing the relevance of clauses and summarizes the historical background of the development of calendar editions of the Regulations.The basic research on the traceability and evolution of the Regulations is carried out from four aspects:the continuity of the development of the Regulations,the authority of contents,the relevance of clauses and the richness of historical materials.Findings–From the first edition of the Regulations issued by the former Ministry of Railways in 1950 to the 11th edition,there have been ten comprehensive revisions.There is a strong correlation and continuity between the calendar editions of the Regulations in terms of chapter structure and clauses.Studying the context of the terms of the Regulations is an important way to understand and master the current clauses of the Regulations.Originality/value–Through the research on the traceability and evolution of the clauses of the Regulations,one is to explore the context of the development of railway technical equipment in China,the other is to clarify the historical background when the provisions were formulated and the third is to trace the development and evolution of the provisions.The revision of the Regulations is based on an accurate grasp of the context of the provisions,which can effectively judge the possible security risks caused by the revision of the provisions and avoid the possible risks in field implementation from the source.

Exceeding probability analysis for rail of high-speed railway under seismic excitations

Purpose–The smoothness of the high-speed railway(HSR)on the bridge may exceed the allowable standard when an earthquake causes vibrations for HSR bridges,which may threaten the safety of running trains.Indeed,few studies have evaluated the exceeding probability of rail displacement exceeding the allowable standard.The purposes of this article are to provide a method for investigating the exceeding probability of the rail displacement of HSRs under seismic excitation and to calculate the exceeding probability.Design/methodology/approach–In order to investigate the exceeding probability of the rail displacement under different seismic excitations,the workflow of analyzing the smoothness of the rail based on incremental dynamic analysis(IDA)is proposed,and the intensity measure and limit state for the exceeding probability analysis of HSRs are defined.Then a finite element model(FEM)of an assumed HSR track-bridge system is constructed,which comprises a five-span simply-supported girder bridge supporting a finite length CRTS II ballastless track.Under different seismic excitations,the seismic displacement response of the rail is calculated;the character of the rail displacement is analyzed;and the exceeding probability of the rail vertical displacement exceeding the allowable standard(2mm)is investigated.Findings–The results show that:(1)The bridge-abutment joint position may form a step-like under seismic excitation,threatening the running safety of high-speed trains under seismic excitations,and the rail displacements at mid-span positions are bigger than that at other positions on the bridge.(2)The exceeding probability of rail displacement is up to about 44%when PGA 50.01g,which is the level-five risk probability and can be described as’very likely to happen’.(3)The exceeding probability of the rail at the mid-span positions is bigger than that above other positions of the bridge,and the mid-span positions of the track-bridge system above the bridge may be the most hazardous area for the running safety of trains under seismic excitation when high-speed trains run on bridges.Originality/value–The work extends the seismic hazardous analysis of HSRs and would lead to a better understanding of the exceeding probability for the rail of HSRs under seismic excitations and better references for the alert of the HSR operation.