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Mi H.-G.,The Third Survey and Design Institute Group Corporation
Journal of Railway Engineering Society | Year: 2014

Research purposes: The large span beam string structure which has large flexibility, light weight, is wind sensitive structure. The train passed through the station, the train wind pressure may act locally to building strong, so that the bottom chord tension chord cable stiffness degradation, change the structure stress performance or cause the structural resonance, adversely affect the structure. In this paper, as the no station column canopy of beam string structure of Jinan West Railway Station of Beijing-Shanghai High Speed Railway for example, it analyzed the cause of no station pole canopy on the train wind pressure and the change law and influence on canopy structure when train travels at high speed. Research conclusions: Through the research, we can draw the following conclusions: (1) The pressure of train windattenuates rapidly in vertical direction and decreases linearly in horizontal direction. (2) The displacement in Z and Y direction of the string beam changes little, as well as the stress in cable and steel beam. (3) Frequency of the platform awning structure vibration caused by train wind distinguishes from natural frequency of vibration of the structure, resonance would not happen. (4) The research results can provide a guidance to design of facilities in train station yard, such as large-span canopy and so on. ©, 2014, Editorial Department of Journal of Railway Engineering Society. All right reserved. Source


Zhao D.,The Third Survey and Design Institute Group Corporation
Journal of Railway Engineering Society | Year: 2016

Research purposes: If we can calculate the value of gradient discount of heavy-haul railway tunnel reasonably, construction investment is saved, the length of tunnel is shorten, construction risk and difficulty is reduced. Combined with feature of heavy-haul railway, this paper calculates and analyzes the value of gradient discount of heavy-haul railway tunnel, and compares the value of heavy-haul railway with normal railway. At the same time the feasibility of elimination of gradient discount of tunnel is analyzed from the theoretical calculation and operation, finally suggestion on the value of gradient discount of heavy-haul railway tunnel is proposed. Research conclusions: (1)The value of gradient discount of heavy-haul railway tunnel is not same as the value in code for design of railway line, and should be calculated on addition air drag parameter in tunnel. (2)In order to save investment, the value of gradient discount of heavy-haul railway tunnel can be reduced or eliminated in difficult geographic and geomorphic conditions. (3)The conclusions can provide some references for designing value of gradient discount of heavy-haul railway tunnel. © 2016, Editorial Department of Journal of Railway Engineering Society. All right reserved. Source


Han P.,The Third Survey and Design Institute Group Corporation | Zhang X.-H.,The Third Survey and Design Institute Group Corporation | Wu S.-Q.,The Third Survey and Design Institute Group Corporation
Journal of Railway Engineering Society | Year: 2016

Research purposes: The cold insulation of metro system in winter should be focused. The vehicle regenerative braking energy is a measure of energy saving operation of the subway system. In this paper, the vehicle regenerative braking energy recovery is analyzed from the point of view of the environment control system. The metro environment control system in cold region using vehicle regenerative braking energy are analyzed and discussed. Research conclusions: (1) Train regenerative braking energy recovery mode is recommended: regenerative electric energy is a part of the traction network, the other is absorbed by vehicle in the traction condition, the remaining renewable power can be set up through the vehicle auxiliary inverter into alternating current, the vehicle's auxiliary power equipment used or car mounted device in the form of heat emitted into the subway tunnel. (2) This regenerative braking energy recovery mode on the one hand can realize that the electric energy is absorbed by the counterparts, reducing traction braking energy consumption. (3) On the other hand, the electric energy can be excluded from the subway train car, which can be emited into the subway tunnel, in summer the transition season can be ruled out by the column car, no additional energy consumption. (4) The research conclusion can provide a reference for the vehicle regenerative braking energy recovery in the cold area. © 2016, Editorial Department of Journal of Railway Engineering Society. All right reserved. Source


Luo J.,The Third Survey and Design Institute Group Corporation | Bai Y.-F.,The Third Survey and Design Institute Group Corporation | Wei B.,The Third Survey and Design Institute Group Corporation
Journal of Railway Engineering Society | Year: 2013

Research purposes: The relation between the catenary and pantograph of high-speed railway directly influences the railway operation safety. The catenary and pantograph interact each other via the contact wire and registration arm, so their dynamic and static positions and interaction force are crucial to the function of the catenary and pantograph. The deep researches were done on the slope of registration arm, the catenary staggers in straight line and curve, the first dropper position and the relations among them for providing the reference to the optimal design of the catenary of high-speed railway. Research conclusions: (1)The slope of registration arm relates to the contact wire tension, the first dropper position, the stagger, the span length, the weights of registration arm and clamp, the curve radius and the superelevation of outer rail. (2)From the research presented in this paper, it is concluded when the other main parameters of the catenary are constant, the slope of registration arm of the catenary of 300 km/h or above high-speed railway is not less than 8 degree in straight line section, and in the curve section the slope is not less than 6 degree and the maximum slope is not bigger than 16 degree. (3)To guarantee a good slope of the registration arm, the catenary stagger is ±200 mm in both sections of straight line and curve with large radius, and the distance from the first dropper to the registration point is 5 meter. It can be as the reference to the similar works. Source

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