A new method for characterizing patterns of neural spike trains and its application

A method for characterizing and identifying firing patterns of neural spike trains is presented. Based on the time evolution of a neural spike train, the counting process is constructed as a time-dependent stair-like function. Three characteristic variables defined at sequential moments, including two formal derivatives and the integration of the counting process, are introduced to reflect the temporal patterns of a spike train. The reconstruction of a spike train with these variables verify the validity of this method. And a model of cold receptor is used as an example to investigate the temporal patterns under different temperature conditions. The most important contribution of our method is that it not only can reflect the features of spike train patterns clearly by using their geometrical properties, but also it can reflect the trait of time, especially the change of bursting of spike train. So it is a useful complementarity to conventional method of averaging.     

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．     

Numerical and experimental investigation of wave dynamic processes in high-speed train/tunnels

Numerical and experimental investigation on wave dynamic processes induced by high-speed trains entering railway tunnels are presented. Experiments were conducted by using a 1:250 scaled train-tunnel simulator. Numerical simulations were carried out by solving the axisymmetric Euler equations with the dispersion-controlled scheme implemented with moving boundary conditions. Pressure histories at various positions inside the train-tunnel simulator at different distance measured from the entrance of the simulator are recorded both numerically and experimentally, and then compared with each other for two train speeds. After the validation of nonlinear wave phenomena, detailed numerical simulations were then conducted to account for the generation of compression waves near the entrance, the propagation of these waves along the train tunnel, and their gradual development into a weak shock wave. Four wave dynamic processes observed are interpreted by combining numerical results with experiments. They are: high-speed trains moving over a free terrain before entering railway tunnels; the abrupt-entering of high-speed trains into railway tunnels; the abrupt-entering of the tail of high-speed trains into railway tunnels; and the interaction of compression and expansion waves ahead of high-speed trains. The effects of train-tunnel configuration, such as the train length and the train-tunnel blockage ratio, on these wave processes have been investigated as well.     

考虑地面效应的高速列车远场气动噪声计算方法研究

为研究高速列车远场气动噪声的计算方法,根据高速列车近地面运行的实际情况,利用半自由空间的Green函数求解FW-H方程;建立考虑地面效应时的远场声学积分公式,并研究地面效应对高速列车远场气动噪声的影响.研究表明,由于存在地面效应,原来的自由声场变成了相当于真实列车声场与镜像列车声场的叠加,并且作用在镜像列车上的力源和法向运动速度与真实列车上的相同.当列车运动速度为350 km/h时,不考虑地面效应时,远场测点的等效连续A计权声压级的最大值为90.76 dB;考虑地面效应之后,远场测点的等效连续A计权声压级的最大值为94.72 dB.     

On aerodynamic noises radiated by the pantograph system of high-speed trains

Pantograph system of high-speed trains become significant source of aerodynamic noise when travelling speed exceeds 300 km/h. In this paper, a hybrid method of non-linear acoustic solver （NLAS） and Ffowcs Williams-Hawkings （FW-H） acoustic analogy is used to predict the aerodynamic noise of pantograph system in this speed range. When the simulation method is validated by a benchmark problem of flows around a cylinder of finite span, we calculate the near flow field and far acoustic field surrounding the pantograph system. And then, the frequency spectra and acoustic attenuation with distance are analyzed, showing that the pantograph system noise is a typical broadband one with most acoustic power restricted in the medium-high frequency range from 200 Hz to 5 kHz. The aerodynamic noise of pantograph systems radiates outwards in the form of spherical waves in the far field. Analysis of the overall sound pressure level （OASPL） at different speeds exhibits that the acoustic power grows approximately as the 4th power of train speed. The comparison of noise reduction effects for four types of pantograph covers demonstrates that only case 1 can lessen the total noise by about 3 dB as baffles on both sides can shield sound wave in the spanwise direction. The covers produce additional aerodynamic noise themselves in the other three cases and lead to the rise of OASPLs.     

列车碰撞被动安全性与司乘人员冲击生物损伤研究进展

尽管铁路客运列车具有系列的主动安全保障措施,但列车服役中的意外碰撞事故仍不能完全避免,并且一旦发生,将造成严重的人员伤亡和巨大的经济损失。随着列车运行速度的不断提高,列车碰撞安全与冲击防护问题愈发受到关注和重视,并已开展了大量的探索和研究。本文中综述了列车碰撞被动安全性与司乘人员冲击生物损伤的若干研究进展。首先,统计和梳理了近些年的列车碰撞事故,分析了典型列车碰撞事故中存活人员的生物损伤分布情况;其次,介绍了列车碰撞被动安全性的研究方法,总结了列车碰撞后的响应姿态与脱轨机理;然后,从车辆耐撞性设计与评价标准、基于多级能量耗散的吸能结构设计、基于碰撞能量管理的列车结构耐撞性设计三个方面,详细阐述了列车碰撞被动安全性的研究进展;最后,关注了司乘人员在列车碰撞过程中的冲击生物损伤,总结了相关减轻司机和乘客生物损伤的防护措施。     

小扰动界面形态对RM不稳定性影响的数值分析

采用Navier-Stokes 方程对入射激波及其反射激波连续诱导小振幅扰动界面的Richtmyer-Meshkov 不稳定性增长过程进行了二维数值模拟,分析了单模和随机多模两种不同初始形态的界面上钉结构和泡结构在反射激波作用前后的发展特性. 研究结果发现:单模扰动的初始界面形态对反射激波前、后界面的扰动增长都有影响,反射激波前的界面形态信息可以通过钉和泡结构之间的反转传递到反射激波过后. 扰动界面上钉结构的发展速度控制了界面混合区总体的发展速度,反射激波前界面上发展成具有完整冠部形态的钉,在反射激波后会反转成复杂的泡结构,此泡结构对反射激波后钉的发展不利. 随机多模界面显示了与单模界面类似的发展规律,但随机多模界面上的复杂泡结构分布的不对称性使得其对钉结构增长的拖曳效应相对要弱,这导致了相似扰动波长下多模随机界面的扰动发展相对单模界面扰动发展要快.      

NUMERICAL STUDY ON THE EFFECTS OF SMALL-AMPLITUDE INITIAL PERTURBATIONS ON RM INSTABILITY

采用Navier-Stokes 方程对入射激波及其反射激波连续诱导小振幅扰动界面的Richtmyer-Meshkov 不稳定性增长过程进行了二维数值模拟,分析了单模和随机多模两种不同初始形态的界面上钉结构和泡结构在反射激波作用前后的发展特性. 研究结果发现：单模扰动的初始界面形态对反射激波前、后界面的扰动增长都有影响,反射激波前的界面形态信息可以通过钉和泡结构之间的反转传递到反射激波过后. 扰动界面上钉结构的发展速度控制了界面混合区总体的发展速度,反射激波前界面上发展成具有完整冠部形态的钉,在反射激波后会反转成复杂的泡结构,此泡结构对反射激波后钉的发展不利. 随机多模界面显示了与单模界面类似的发展规律,但随机多模界面上的复杂泡结构分布的不对称性使得其对钉结构增长的拖曳效应相对要弱,这导致了相似扰动波长下多模随机界面的扰动发展相对单模界面扰动发展要快.     

Interplay between internal delays and coherent oscillations in delayed coupled noisy excitable systems

Numerical study of variations in coherence of spike trains produced by two stochastically perturbed FitzHugh–Nagumo excitable systems with internal and coupling time-delays is performed. Both, the internal time-delay and the interaction time-delay in some domains of values can substantially increase the coherence but the interplay of the two delays can also lead to quite incoherent spike trains. Numerically observed dependence of the coherence on the delays is qualitatively explained by considering the bifurcations in the system caused by the variations of the values of the internal and the interaction time-lags.     

Influences of marshalling length on the flow structure of a maglev train

In this paper, transient numerical simulations of maglev trains of different marshalling lengths (2, 4, and 8-car group trains) were conducted in the open air and without wind. This was done by solving the three-dimensional incompressible Navier-Stokes equations using an SST K-ω double-equation IDDES turbulence model. The results were compared with the results of wind tunnel experiments to verify the feasibility of numerical simulation. The results show an increase in the marshalling lengths of the train affects the flow above and below the train. With the increase of the marshalling length, the position of the flow separation in the tail car is advanced. The turbulence generated by the average shear on the x, y-plane and the x, z-plane as a component of the turbulence of the wake region increases. The region that produces non-vorticial vorticity in the main vortex becomes narrow and moves towards tail car. The structural analysis of the wake indicates that the wake structure of the 8-car group train is quite different from the other two groups. Both the time-averaged slipstream and the gust analysis show that the maximum expected slipstream velocity at the track-side increases as the train marshalling length increases. At the platform height, the change in vertical position of the wake vortex structure of the 2, 4, and 8-car group trains caused the difference of the shear flow regions. This is why the maximum expected slipstream velocity generated by the 4-car group train at this position is largest. As the marshalling length of the train increases, the time-average drag and lift force coefficient of the tail car have a significant negative correlation.     

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...     

基于恒等映射多层极限学习机的高速列车踏面磨耗预测模型

针对高速列车车轮踏面磨耗单一模型无法对各种复杂工况下列车车轮踏面磨耗进行定量计算的问题, 提出一种基于恒等映射多层极限学习机的高速列车车轮踏面磨耗测量方法. 首先将恒等映射引入到多层极限学习机中, 提出一种基于恒等映射的多层极限学习机模型(identity multilayer extreme learning machine, I-ML-ELM), 采用机器学习公共数据集对该模型进行性能验证, 数值结果表明I-ML-ELM模型具有较好的准确性与泛化性; 然后基于车辆-轨道耦合动力学理论建立高速列车的车辆-轨道耦合动力学模型, 模拟列车运行的不同工况, 观测和分析高速列车的车轮踏面磨耗情况, 并通过I-ML-ELM预测模型对高速列车车轮踏面磨耗量进行学习及预测; 最后应用高速列车车轮踏面磨耗的实际测量值对I-ML-ELM预测模型进行进一步的验证, 结果表明: I-ML-ELM预测模型的各项性能参数指标在整体上优于以下五种网络: ELM, FLN, ML-ELM, ML-KELM和DLSFLN, 通过高速列车线路实测数据的进一步验证表明, 本文提出的基于I-ML-ELM的高速列车车轮踏面磨耗预测模型能较好地反映不同参数对高速列车车轮踏面磨耗值的影响规律.      

高速列车空气动力学研究技术综述

随着我国高速铁路的快速发展,高速列车运行速度越来越快,包括气动阻力、横风效应、会车效应、隧道效应和气动噪声等一系列空气动力学问题日益突出. 利用模型试验、实车测量和数值计算等不同的研究手段,开展全面的高速列车空气动力学研究显得十分重要. 本文比较全面和系统地介绍了国内外高速列车空气动力学研究在模型试验、实车测量、数值计算等方面的技术现状和进展情况,对今后的发展方向和内容进行了展望.     

Aerodynamic design on high-speed trains

Compared with the traditional train, the operational speed of the high-speed train has largely improved, and the dynamic environment of the train has changed from one of mechanical domination to one of aerodynamic domination. The aerodynamic problem has become the key technological challenge of high-speed trains and significantly affects the economy, environment, safety, and comfort. In this paper, the relationships among the aerodynamic design principle, aerodynamic performance indexes, and design variables are first studied, and the research methods of train aerodynamics are proposed, including numerical simulation, a reduced-scale test, and a full-scale test. Technological schemes of train aerodynamics involve the optimization design of the streamlined head and the smooth design of the body surface. Optimization design of the streamlined head includes conception design, project design, numerical simulation, and a reduced-scale test. Smooth design of the body surface is mainly used for the key parts, such as electric-current collecting system, wheel truck compartment, and windshield. The aerodynamic design method established in this paper has been successfully applied to various high-speed trains (CRH380A, CRH380AM, CRH6, CRH2G, and the Standard electric multiple unit (EMU)) that have met expected design objectives. The research results can provide an effective guideline for the aerodynamic design of high-speed trains.     

Aerodynamic pressure on a wall due to movement of a high-speed train

The questions of train aerodynamics have taken on great practical importance in connection with the rapid increase of the speeds of the modern trains. In particular, of very great importance is the aerodynamic effect of trains on people and structures located near the tracks.The present article makes an attempt to evaluate the pressure of a train on a long wall parallel to a moving train.Similar problems have been considered for circular cylinders and for spheres. Literature on the subject and the initial discussion of the question may be found in the classical hydrodynamics courses [1,2]. A more exact solution of the problem of the motion of a circular cylinder in the presence of a wall has been given by Mazur [3]. The problems of the motion of an ellipsoid and certain other bodies have been examined recently to determine the suction force acting on a ship [4–6] In these studies bodies were considered whose slenderness ratio is much less than that of trains. Particular note should be taken of the article of Blokh and Ginevskii [5] which gives an approximate method which may be used also for very elongated bodies, if account is taken of the transverse velocities which they generate.The methods of thin wing theory are used in the present study.     

Reliability analysis for the uncertainties in vehicle and high-speed railway bridge system based on an improved response surface method for nonlinear limit states

The paper deals with the reliability analysis for the high-speed railway bridge systems. Although the bridge–vehicle interactive system has much more uncertainties in the resistance and loads of trains moving at very high speed compared with static structural analysis, little concern has been engaged to identify which random variable has to be considered in the probabilistic analysis, or what criteria should be selected to determine the probabilistic safety or serviceability. The considered design parameters thus involve uncertainties in stiffness, moment of inertia, damping ratio of primary suspension in terms of load, geometry of girders and slabs, and the mechanical properties of girders in terms of resistance. The considered limit states embrace the safety of trains and comfort of passengers, and the acceptability criteria are based on UIC code. For evaluating the reliability of the time-dependent nonlinear behavior of complex structures, an improved Response Surface Method (RSM) is developed. An adaptive technique and a weight matrix are utilized as an optimizing technique that accelerates the convergence in the reliability analysis. The results of improved RSM, compared with the basic and adaptive RSM, are verified with the improved convergence to the exact solution. The bridge response is analyzed using a new three-dimensional finite element model of high-speed train–bridge interactions. The track structures are idealized using beam elements with the offset of beam nodes and beams on a two-parameter elastic foundation. The vehicle model developed for a 300 km/h train is employed. The calculated reliabilities for performance of the considered bridges and the passenger comfort on board of high-speed trains are compared to the conventional safety indices. The results of this study allow identifying the quantification of uncertainties that can control quality of the high-speed train service.     

Two-dimensionality of gravity water flows of constant nonzero vorticity beneath a surface wave train

We show that a free surface water flow of constant nonzero vorticity beneath a wave train and above a flat bed has to be two-dimensional and the vorticity must have only one nonzero component which points in the horizontal direction orthogonal to the direction of wave propagation. The obtained results are of relevance to studies of resonant wave train interactions in flows of constant nonzero vorticity: in contrast to irrotational flows, all wave trains have to propagate in the same direction. An important practical aspect of these considerations lies in that wave trains of constant vorticity model the interaction of swell with tidal currents, negative vorticity being appropriate for the flood current and positive vorticity for the ebb current.     

Computations of two passing‐by high‐speed trains by a relaxation overset‐grid algorithm

This paper presents a relaxation algorithm, which is based on the overset grid technology, an unsteady three‐dimensional Navier–Stokes flow solver, and an inner‐ and outer‐relaxation method, for simulation of the unsteady flows of moving high‐speed trains. The flow solutions on the overlapped grids can be accurately updated by introducing a grid tracking technique and the inner‐ and outer‐relaxation method. To evaluate the capability and solution accuracy of the present algorithm, the computational static pressure distribution of a single stationary TGV high‐speed train inside a long tunnel is investigated numerically, and is compared with the experimental data from low‐speed wind tunnel test. Further, the unsteady flows of two TGV high‐speed trains passing by each other inside a long tunnel and at the tunnel entrance are simulated. A series of time histories of pressure distributions and aerodynamic loads acting on the train and tunnel surfaces are depicted for detailed discussions. Copyright © 2004 John Wiley & Sons, Ltd.     

Stability of bichromatic gravity waves on deep water

The stability of bichromatic gravity waves with small but finite amplitudes propagating in two directions on deep water is considered. Starting from the Zakharov equation, elementary quartet interactions are isolated and stability criteria are formulated. Results are illustrated for various combinations of bichromatic wave trains, from long-crested to standing waves. Two generic mechanisms operate: the first one is a modulational instability of one of the two components of the bichromatic wave train; the second mechanism is a modulation which couples both components of the wave train. However a third mechanism eventually comes into play: the resonant interaction of Phillips and Longuet-Higgins which leads initially to the linear growth of a third wave. When this latter is active, in particular for wave trains with wave vectors close together, it is shown by numerical integration that the long-time recurrence is destroyed.     

45钢动态塑性本构参量与验证

运用静态实验机和SHPB装置,对45钢在常温～750C、应变率为10-4～103 s-1下的力学行为进行了研究,拟合得到了Johnson-Cook本构模型参量。开展了Taylor圆柱撞击的火炮实验,运用LS-DYNA进行了相应的数值模拟,通过二者的比较对本构模型参量进行了验证,表明所得模型参量可以较好地描述材料在高速变形下的大应变力学行为。