Search Results (6)

As the core component of electrified railway power supply systems, the fatigue performance and reliability of catenary support structures are directly related to the operational safety of high-speed railways. To address the problem of structural fatigue damage caused by increasing train speed and high-frequency operation, this study develops a refined finite element model including a support structure, suspension system and support column, and the dynamic response characteristics and fatigue life evolution law under train operation conditions are systematically analyzed. The results show that under the conditions of 250 km/h speed and 100 times daily traffic, the fatigue lives of the limit locator and positioning support are 43.56 years and 34.48 years, respectively, whereas the transverse cantilever connection and inclined cantilever have infinite life characteristics. When the train speed increases to 400 km/h, the annual fatigue damage of the positioning bearing increases from 0.029 to 0.065, and the service life is shortened by 55.7% to 15.27 years, which proves that high-speed working conditions significantly aggravate the deterioration of fatigue in the structure. The reliability analysis based on Monte Carlo simulation reveals that when the speed is 400 km/h and the daily traffic is 130 times, the structural reliability shows an exponential declining trend with increasing service life. If the daily traffic frequency exceeds 130, the 15-year reliability decreases to 92.5%, the 20-year reliability suddenly decreases to 82.4%, and there is a significant inflection point of failure in the 15–20 years of service. Considering the coupling effect of environmental factors (wind load, temperature and freezing), the actual failure risk may be higher than the theoretical value. On the basis of these findings, engineering suggestions are proposed: for high-speed lines with a daily traffic frequency of more than 130 times, shortening the overhaul cycle of the catenary support structure to 7–10 years and strengthening the periodic inspection and maintenance of positioning support and limit locators are recommended. The research results provide a theoretical basis for the safety assessment and maintenance decision making of high-speed railway catenary systems. Full article

Anomaly detection of catenary support components (CSCs) is an important component in railway condition monitoring systems. However, because the abnormal features of CSCs loosening are not obvious, and the current CNN models and visual Transformer models have problems such as limited remote modeling capabilities and secondary computational complexity, it is difficult for existing deep learning anomaly detection methods to effectively exert their performance. The state space model (SSM) represented by Mamba is not only good at long-range modeling, but also maintains linear computational complexity. In this paper, using the state space model (SSM), we proposed a new visual state space reconstruction network (VSM-UNet) for the detection of CSC loosening anomalies. First, based on the structure of UNet, a visual state space block (VSS block) is introduced to capture extensive contextual information and multi-scale features, and an asymmetric encoder–decoder structure is constructed through patch merging operations and patch expanding operations. Secondly, the CBAM attention mechanism is introduced between the encoder–decoder structure to enhance the model’s ability to focus on key abnormal features. Finally, a stable abnormality score calculation module is designed using MLP to evaluate the degree of abnormality of components. The experiment shows that the VSM-UNet model, learning strategy and anomaly score calculation method proposed in this article are effective and reasonable, and have certain advantages. Specifically, the proposed method framework can achieve an AUROC of 0.986 and an FPS of 26.56 in the anomaly detection task of looseness on positioning clamp nuts, U-shaped hoop nuts, and cotton pins. Therefore, the method proposed in this article can be effectively applied to the detection of CSCs abnormalities. Full article

The paper addresses the issues of electromagnetic safety in traction networks of 25 kV AC railways. The purpose of the research is to develop digital models to determine the strengths of electromagnetic fields (EMFs) created by traction networks near portal-type metal structures. Such a structure in this study is represented by an overpass located above the tracks. The presence of a conductive structure significantly complicates the picture of EMF distribution in space. In contrast to the plane-parallel EMF of the traction network on interstation tracks in the spans between the supports of the catenary system, the field in this situation becomes three-dimensional. The technology for detecting strength relies on the concept of segments of limited length conductors, some of which may be buried. In order to apply the quasi-stationary zone equations to frequencies of up to 2000 Hz, it is essential to ensure that the size of the set of objects composed of these conductors does not exceed several hundred meters. Based on the modeling results, the dependences of the amplitudes and components of EMF strengths on the z-coordinate passing along the axis of the railway were obtained. In addition, three-dimensional diagrams were constructed to analyze the distribution of EMF in space. The findings of the studies show that the presented technique allows considering the influence of metal structures when modeling the electromagnetic fields of traction networks. It can be used in practice to develop effective measures to enhance electromagnetic safety conditions. Full article

Wind-induced vibrations in additional conductors on electrified railway catenary systems pose a risk to operational safety and long-term structural performance. This study investigates the dynamic response of these components under wind excitation through nonlinear finite element analysis. A wind speed spectrum model is developed using wind tunnel tests and field data, and the autoregressive method is used to generate realistic wind fields incorporating longitudinal, lateral, and vertical components. A detailed finite element model of the additional conductors and fittings was constructed using the Absolute Nodal Coordinate Formulation to account for large deformations. Time domain simulations with the Newmark-β method were conducted to analyze vibration responses. The results show that increased wind speeds lead to greater vibration amplitudes, and the stochastic nature of wind histories significantly affects vibration modes. Higher conductor tension effectively reduces vibrations, while longer spans increase flexibility and susceptibility to oscillation. The type of fitting also influences system stability; support-type fittings demonstrate lower stress fluctuations, reducing the likelihood of resonance. This study enhances understanding of wind-induced responses in additional conductor systems and informs strategies for vibration mitigation in high-speed railway infrastructure. Full article

The wear performance of AlSi7Mg0.6 aluminum alloy, a casting aluminum alloy used in positioning devices for catenary systems of high-speed railways which fail frequently on lines where the speed of trains is higher than 300 m/s, is discussed in this study. It was estimated that sliding contact wear occurred and mainly contributed to the failure. To explore the competing mechanism for frictional wear failure, frictional experiments based on three groups of sliding distance (0.5 mm, 1.5 mm and 3.0 mm) and four groups of applied loads (20 N, 50 N, 100 N and 200 N) were implemented. Three-dimensional morphological observation results revealed that the wear volumes at a sliding distance of 0.5 mm were only about 1/10 of that at a sliding distance of 3.0 mm. It was also revealed that the wear volume based on a sliding distance of 3.0 mm and applied load of 20 N was still much larger than the wear volume under a sliding distance of 0.5 mm and applied load of 200 N. SEM observation of the microstructures revealed that abrasive wear was the dominant wear mechanism in dry sliding friction conditions. A simplified positioning device model was also established to study the influence of tension force on wear performance. The simulation results revealed that smaller tension force between the positioning support and positioning hook would lead to higher relative sliding distance and larger wear depth. Sliding contact friction should be avoided due to relatively large wear efficiency compared with rolling contact friction. Both experimental and simulation results suggested that proper tension force was preferred in assembling components which could ensure rolling contact friction rather than sliding contact friction. Full article

Progressive collapse, the extensive or complete collapse of a structure resulting from the failure of one or a small number of structural components, has become a focus of research efforts and design considerations following events occurring at the Ronan Point apartment building in London, the Murrah Federal Building in Oklahoma City, and the World Trade Center in New York City. A principle research and design area for progressive collapse investigates the behavior of structural frames when column support is removed. The mechanism that results from loss of column support in structural frames characteristically involves beams that are unable to provide sufficient flexural resistance. Cable retrofit is one method to enhance existing frames and supplement or replace the post-mechanism beam load resistance with straight-legged catenary resistance after a column removal. The cables are located linearly along the beam geometry and are affixed at beam supports. This paper investigates both static and dynamic behavior of the catenary action of retrofit cables, which include both the linear and nonlinear material behavior of the cable material. Moreover, a simplified model serves as the basis for retrofit cable design is presented. Finite element modeling and experimentation in this paper verify and validate the applicability of the model. Finally, a framework for developing a procedure for retrofit cable design is presented. Full article