高速列车服役模拟建模与计算方法研究

高速铁路的出现,使得轮轨交通技术达到更高的层次.速度提升不仅对列车的牵引动力与动力学性能提出更高要求.而且,列车与线路、气流等运行环境的耦合作用加剧,并直接影响到了列车的运行品质和安全性.在高速列车发展初期,研究关注的是如何保证高速列车能高速、平稳和安全运行.随着运行速度的提高,系统间耦合加强,服役模拟也越来越受到重视...     

高速磁浮列车气动噪声分布规律研究

本文基于上海线高速磁浮列车现场噪声测试，结合数值仿真分析了磁浮列车行驶时的噪声特性以及气动噪声分布规律．数值仿真采用延时分离涡结合声比拟的方法，并对比现场测试噪声数据，给出了高速列车气动噪声特性以及噪声源分布规律．研究结果表明：列车行驶时噪声时程呈现很强脉冲性，频率小于100 Hz噪声主要来源于与高架桥梁结构振动相关的二次辐射噪声，特别是次声频段内，桥梁自振会产生显著的噪声．磁浮列车表面气动噪声分布规律与噪声频率相关，低频噪声与列车的车尾涡脱相关，高频噪声由车头边界层分离以及再附着、车身边界层流动等引起，而中频噪声主要产生于列车底部、抱轨与轨道梁表面相对运动作用．因此，高速磁浮列车除了要重点考虑车头、车尾的气动外形对气动噪声的影响外，还应考虑轨道间隙处气动噪声及其分布规律．     

跨温区互联技术

以半导体材料为基础的微电子技术正面临尺寸极限和功耗的双重挑战与发展瓶颈. 低温电子学作为突破上述瓶颈的新兴应用研究学科之一, 得到科研和产业界越来越多的关注.2017 年起, 低温电子学和量子信息处理被国际器件与系统路线图(IRDS) 列为重点关注的十大焦点领域之一. 以低温到室温的微弱、 高频电信号传输为核心的跨温区互联技术是低温电子学和量子信息处理必须解决的关键技术之一. 本文对跨温区互联面临的主要问题与挑战、 目前的进展和未来展望进行了综述, 为我国开展相关研究工作提供参考.     

APPLICATIONS AND CHALLENGES OF STRUCTURAL OPTIMIZATION IN HIGH-SPEED AEROCRAFT 1)

高速飞行器是航空航天领域发展的重要方向,具有重大战略意义和重要经济社会价值。首先,对结构优化技术及其在飞行器零部件和全机结构概念设计中的应用进行综述;然后,根据典型使用环境和设计要求,总结高速飞行器结构设计中存在的主要问题和应用需求,着重介绍近年来在高速飞行器零部件和全机结构概念设计中应用结构优化技术的典型案例;最后,提出近期亟待突破或完善的结构优化技术。结构优化技术与设计经验相结合带来设计理念的变革,将成为先进飞行器设计的必备工具和标准流程。面向重大需求的结构优化理论研究与工程实践对提升我国航空航天核心竞争力具有重要价值。     

可控高速旋转的纳米线和纳米线微型电动机

文章报道了一种通过在微型电极上加交流电场，实现有控制地高速度转动纳米线的通用方法．纳米线的转动可以被瞬时启动或瞬时停止，转动速度（每分钟至少可达1800rpm），方向和总转动角度都可被精确控制．文章作者推导出了流体阻力在不同长度纳米线上施加的转矩，还用一根转动的纳米线作为微型电动机，推动灰尘颗粒做圆周运动．这种方法可以被用来转动磁性的或者非磁性的纳米线，甚至碳纳米管．这和微流机械，微搅动机，以及MEMS的关系显而易见．     

关于高速摄影系统的信息量

本文分别讨论了狭缝扫描高速摄影系统、分幅高速摄影系统以及网格高速摄影系统的信息量计算公式.在讨论分幅摄影系统时,指出了光快门作用对空间自由度的影响.     

高速客车横向稳定性及分岔研究

以一类比较典型的具有17个自由度的四轴铁道客车系统为研究对象.利用Vermeulen-Johnson蠕滑理论和一分段线性函数来分别计算轮轨滚动接触蠕滑力和轮缘力.应用数值方法并结合稳定性与分岔理论对该车辆系统运行于理想平直轨道上的横向稳定性与分岔问题进行研究,得到车辆系统的Hopf分岔点、鞍结分岔点及其稳定性转变过程,据此确定车辆系统的线性临界速度和非线性临界速度.同时也对该车辆系统在超高速情况下的摆振方式进行分析,结果表明系统首先经简单的单频率周期运动,逐渐演变成两个甚至多个频率互相耦合的拟周期运动,随着新的耦合频率不断出现,系统最终进入混沌运动状态.     

Optimization of instrument response and resolution of standard- and high-speed power compensation DSC

Normally, for Standard DSC, the PerkinElmer power-compensation setting is the low dynamic range mode (LDRM). In this mode, a noise filter is applied to decrease the noise-to-signal ratio, which concomitantly gives rise to a delay in time of the signal measured. In case the signal is expected to be of high intensity — experienced for instance at high scan rates using High Performance DSC (HPer DSC) — the noise filtering could be diminished by which the associated delay in time would be less, leading to a faster response of the instrument, also resulting in an improved resolution. In fact, such can be realized using the faster noise filter of the high dynamic range mode (HDRM) available for the Pyris 1 and Diamond DSCs, which DSCs are both equipped with the HyperDSC^TM technique (HyperDSC being the commercial version of HPer DSC). The improvement in response is maximal for high rates like 100–500°C min⁻¹ but even at low rates like 10°C min⁻¹ it is still significant. Thus, taking advantage of HDRM, low-molar substances like indium and 4,4′-azoxyanisole show appreciable increasing height-to-width ratios for signals caused by crystallization, melting and the crystal <>liquid crystal transition respectively. Another advantage, the faster realization of steady state after the starting of the DSC, is of help in case of overlapping starting and transition signals during dynamic crystallization and melting, and during isothermal crystallization as elucidated for a HDPE. For 4,4′-azoxyanisole and for an ethylene-propylene copolymer having a broad melting range, it is shown that such faster response leads to a still better resolution with respect to temperature, even at high scan rates. Thus, the peaks belonging to the crystal-to-liquid crystal and the liquid crystal-to-isotropic liquid transitions of 4,4′-azoxyanisole were completely resolved while a thermal fractionation of the copolymer by the successive self-nucleation and annealing (SSA) technique with good resolution has been realized, both using rates as high as 200°C min⁻¹.     

Optimization of high-speed railway pantographs for improving pantograph-catenary contact

A crucial system for the operation of high-speed trains is the pantograph catenary interface as it is the sole responsible to deliver electrical power to the train. Being the catenary a stationary system with a long lifespan it is also less likely to be redesigned and upgraded than the pantographs that fit the train vehicles. This letter proposes an optimization procedure for the improvement of the contact quality between the pantograph and the catenary solely based on the redesign of the pantograph head suspension characteristics. A pantograph model is defined and validated against experimental dynamic characteristics of existing pantographs. An optimization strategy based on the use of a global optimization method, to find the vicinity of the optimal solution, followed by the use of a deterministic optimization algorithm, to fine tune the optimal solution, is applied here. The spring stiffness, damping characteristics and bow mass are the design variables used for the pantograph optimization. The objective of the optimal problem is the minimization of the standard deviation of the contact force history, which is the most important quantity to define the contact quality. The pantograph head suspension characteristics are allowed to vary within technological realistic limits. It is found that current high-speed railway pantographs have a limited potential for mechanical improvements, not exceeding 10%–15% on the decrease of the standard deviation of the contact force.     

Modeling and simulation of high-speed passenger train movements in the rail line

In this paper, we propose a new formula of the real-time minimum safety headway based on the relative velocity of consecutive trains and present a dynamic model of high-speed passenger train movements in the rail line based on the proposed formula of the minimum safety headway. Moreover, we provide the control strategies of the high-speed passenger train operations based on the proposed formula of the real-time minimum safety headway and the dynamic model of highspeed passenger train movements. The simulation results demonstrate that the proposed control strategies of the passenger train operations can greatly reduce the delay propagation in the high-speed rail line when a random delay occurs.