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As the main artery of the national economy, the national major livelihood project and the hub of the comprehensive transportation system, the status and role of high-speed railway stations are increasingly prominent, and the stations are faced with huge demand for carbon reduction and transformation challenges. This paper discussed the intelligent, green, and humanistic development path of the large high-speed railway station in cold regions, which had various design requirements, difficult construction, and high energy consumption. Taking Mudanjiang railway station as an example, starting from its actual functional requirements and characteristics, the concept was proposed which combining smart and low carbon into the full process of design, construction, operation, and maintenance. The concept provide a reference for the performance optimization, cost control and quality improvement of large high-speed railway passenger stations in cold regions. [ABSTRACT FROM AUTHOR]

Copyright of Journal of South China University of Technology (Natural Science Edition) is the property of South China University of Technology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Control Theory & Applications / Kongzhi Lilun Yu Yinyong is the property of Editorial Department of Control Theory & Applications and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

A field experiment was carried out at the Wuhan-Guangzhou high-speed railway to study the train-induced environment noise and noise mitigation effect of the sound barriers. The measured results show that the noise emitted by the train vehicles was increase with train speed, it was 82. 8∼ 91. 8 dB(A) when the train ran on the ground track, and 79. 3∼89. 6 dB (A) when the train ran on the bridge; the emitted noise of the train was decrease with the height of the bridge and the subgrade; the noise was mainly at low frequency (f=40∼80 Hz)and medium frequency (f=500∼8 000 Hz); The acoustic energy increasing with frequency on ground section attenuated more gently than on the bridges. Currently, the boundary noise alongside the ground track was 60∼ 65 dB(A), and on bridges 55∼60 dB(A); the predicted boundary noise alongside ground track by the year of 2018 will be much higher than present one, whose maximum value will be up to the code allowances. The noise reduction of sound barriers is 6∼8 dB(A) on ground track, and 6-7 dB(A) on bridges. The higher the barriers are, the more effective the noise reduction is: the noise reduction of 3. 15 rn-high-barrier is 2 dB(A) more than 2. 65 rn-high-barrier. [ABSTRACT FROM AUTHOR]

In the present paper, a dynamic model of train-frame slab track coupled system is established. The ordinary differential equation of frame slab with respect to modal coordinates is derived based on vibration theory of elastic thin plate and weighted residual method. When the CRH2-300 EMUs is passing at a speed of 300 km/h, the calculation and comparison of dynamic response of frame slab track and plane slab track is made. The results indicate that the vertical displacement of rail and the rail-sleeper force between two track structures have little difference, while the vertical displacement of slab and dynamic stress of CA mortar of frame slab track are both larger than that of plane slab track. Furthermore, the influence law of dynamic response of frame slab track affected by the elastic modulus of CA mortar and stiffness of slab pad is studied and the dynamic stress distribution of frame slab is calculated. The results show that, with the increase of the elastic modulus of CA mortar, the vertical displacement of frame slab decreases, the dynamic stress of CA mortar increases, but the vertical displacement of rail and rail-sleeper force has little change. An additional slab pad can effectively reduced dynamic stress of CA mortar of frame slab track. The maximum tensile stress of frame slab is less than the standard allowable tensile strength of concrete, which can ensure strength of frame slab. [ABSTRACT FROM AUTHOR]

Knowing that jumping rail is less reported, the lateral dynamical behavior of high-speed vehicle and mechanism of jumping rail are described in the paper. Nonlinear factors are condered in the mathematical model, including nonlinear creep force, nonlinear suspension force and track irregularity. A new method on flange contact is treated with oblique-impact theory. So the lateral critical speed for jumping rail and a bifurcation diagram are obtained. Numerical results show that chaotic motion are founded at the collide of wheel and rail, even for jumping rail, which are further validated by a positive Lyapunov number and Fourier distribution of frequency spectra. Finally the avoidance methods for jumping rail are proposed. [ABSTRACT FROM AUTHOR]