Sudden earthquakes pose a threat to the running safety of trains on high-speed railway bridges,and the stiffness of piers is one of the factors affecting the dynamic response of train-track-bridge system.In this paper...Sudden earthquakes pose a threat to the running safety of trains on high-speed railway bridges,and the stiffness of piers is one of the factors affecting the dynamic response of train-track-bridge system.In this paper,a experiment of a train running on a high-speed railway bridge is performed based on a dynamic experiment system,and the corresponding numerical model is established.The reliability of the numerical model is verified by experiments.Then,the experiment and numerical data are analyzed to reveal the pier height effects on the running safety of trains on bridges.The results show that when the pier height changes,the frequency of the bridge below the 30 m pier height changes greater;the increase of pier height causes the transverse fundamental frequency of the bridge close to that of the train,and the shaking angle and lateral displacement of the train are the largest for bridge with 50 m pier,which increases the risk of derailment;with the pier height increases from 8 m to 50 m,the derailment coefficient obtained by numerical simulations increases by 75% on average,and the spectral intensity obtained by experiments increases by 120% on average,two indicators exhibit logarithmic variation.展开更多
The risk of failure of the control loop can occur when a high-speed maglev train runs on viaduct.Meanwhile,the failure of the levitation magnets which balances the gravity of the maglev train could cause the train col...The risk of failure of the control loop can occur when a high-speed maglev train runs on viaduct.Meanwhile,the failure of the levitation magnets which balances the gravity of the maglev train could cause the train collision with track.To study the dynamic response of the train and the viaduct when the levitation magnet control loop failure occurs,a high-speed maglev train-viaduct coupling model,which includes a maglev controller fitted by measured force-gap data and considers the actual structure of train and viaduct,is established.Then the accuracy and effectiveness of the established approach are validated by comparing the computed dynamic responses and frequencies with the measurement results.After that,the dynamic responses of maglev train and viaduct are discussed under normal operation and control loop failures,and the most disadvantageous combination of control loop failures is obtained.The results show that when a single control loop fails,it only has a great influence on the failed electromagnet,and the maglev response of adjacent electromagnets has no obvious change and no collision occurs.But there is a risk of rail collisions when the dual control loop fails.展开更多
以氢氧化铝干胶和六水合硝酸镍为原料,采用湿混捏法制备不同NiO含量的NiO/Al_(2)O_(3)催化剂,利用N_(2)吸附-脱附、XRD、NH_(3)-TPD、TPR和Py-IR等方法对所制备催化剂进行表征,以溴指数为4300 mg(100 g Br)的重整生成油为评价原料对所...以氢氧化铝干胶和六水合硝酸镍为原料,采用湿混捏法制备不同NiO含量的NiO/Al_(2)O_(3)催化剂,利用N_(2)吸附-脱附、XRD、NH_(3)-TPD、TPR和Py-IR等方法对所制备催化剂进行表征,以溴指数为4300 mg(100 g Br)的重整生成油为评价原料对所制备催化剂进行选择加氢脱烯烃活性评价。实验结果表明,在NiO含量30%~50%(w)的范围内,随着NiO含量的增加,NiO/Al_(2)O_(3)催化剂的比表面积和孔体积逐渐减小,平均孔径增大,总酸量增加,NiO的粒径逐渐增大;NiO/Al_(2)O_(3)催化剂只有L酸,没有B酸,NiO含量为30%(w)时,NiO晶粒较小,分散相对均匀,芳烃加氢率最高,烯烃选择加氢活性较低;NiO含量大于40%(w)时,NiO晶粒逐渐变大,出现镍铝尖晶石晶相,芳烃加氢活性降低,烯烃加氢选择性增加。展开更多
基金Projects(52022113,52278546)supported by the National Natural Science Foundation of ChinaProject(2020EEEVL0403)supported by the China Earthquake Administration。
文摘Sudden earthquakes pose a threat to the running safety of trains on high-speed railway bridges,and the stiffness of piers is one of the factors affecting the dynamic response of train-track-bridge system.In this paper,a experiment of a train running on a high-speed railway bridge is performed based on a dynamic experiment system,and the corresponding numerical model is established.The reliability of the numerical model is verified by experiments.Then,the experiment and numerical data are analyzed to reveal the pier height effects on the running safety of trains on bridges.The results show that when the pier height changes,the frequency of the bridge below the 30 m pier height changes greater;the increase of pier height causes the transverse fundamental frequency of the bridge close to that of the train,and the shaking angle and lateral displacement of the train are the largest for bridge with 50 m pier,which increases the risk of derailment;with the pier height increases from 8 m to 50 m,the derailment coefficient obtained by numerical simulations increases by 75% on average,and the spectral intensity obtained by experiments increases by 120% on average,two indicators exhibit logarithmic variation.
基金Project(2021zzts0775) supported by the Independent Exploration and Innovation Project for Graduate Students of Central South University,ChinaProject(2021JJ30053) supported by the Hunan Natural Science Foundation,China。
文摘The risk of failure of the control loop can occur when a high-speed maglev train runs on viaduct.Meanwhile,the failure of the levitation magnets which balances the gravity of the maglev train could cause the train collision with track.To study the dynamic response of the train and the viaduct when the levitation magnet control loop failure occurs,a high-speed maglev train-viaduct coupling model,which includes a maglev controller fitted by measured force-gap data and considers the actual structure of train and viaduct,is established.Then the accuracy and effectiveness of the established approach are validated by comparing the computed dynamic responses and frequencies with the measurement results.After that,the dynamic responses of maglev train and viaduct are discussed under normal operation and control loop failures,and the most disadvantageous combination of control loop failures is obtained.The results show that when a single control loop fails,it only has a great influence on the failed electromagnet,and the maglev response of adjacent electromagnets has no obvious change and no collision occurs.But there is a risk of rail collisions when the dual control loop fails.
文摘以氢氧化铝干胶和六水合硝酸镍为原料,采用湿混捏法制备不同NiO含量的NiO/Al_(2)O_(3)催化剂,利用N_(2)吸附-脱附、XRD、NH_(3)-TPD、TPR和Py-IR等方法对所制备催化剂进行表征,以溴指数为4300 mg(100 g Br)的重整生成油为评价原料对所制备催化剂进行选择加氢脱烯烃活性评价。实验结果表明,在NiO含量30%~50%(w)的范围内,随着NiO含量的增加,NiO/Al_(2)O_(3)催化剂的比表面积和孔体积逐渐减小,平均孔径增大,总酸量增加,NiO的粒径逐渐增大;NiO/Al_(2)O_(3)催化剂只有L酸,没有B酸,NiO含量为30%(w)时,NiO晶粒较小,分散相对均匀,芳烃加氢率最高,烯烃选择加氢活性较低;NiO含量大于40%(w)时,NiO晶粒逐渐变大,出现镍铝尖晶石晶相,芳烃加氢活性降低,烯烃加氢选择性增加。
