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We study the integration of real-time traffic management and train control by using mixed-integer nonlinear programming (MINLP) and mixed-integer linear programming (MILP) approaches. In Part 1 of the paper (Luan et al., 2018), three integrated optimization problems, namely the PNLP problem (NLP: nonlinear programming), the PPWA problem (PWA: piecewise affine), and the PTSPO problem (TSPO: train speed profile option), have been developed for real-time traffic management that inherently include train control. A two-level approach and a custom-designed two-step approach have been proposed to solve these optimization problems. In Part 2 of the paper, aiming at energy-efficient train operation, we extend the three proposed optimization problems by introducing energy-related formulations. We first evaluate the energy consumption of a train motion. A set of nonlinear constraints is first proposed to calculate the energy consumption, which is further reformulated as a set of linear constraints for the PTSPO problem and approximated by using a piecewise constant function for the PNLP and PPWA problems. Moreover, we consider the option of regenerative braking and present linear formulations to calculate the utilization of the regenerative energy obtained through braking trains. We focus on two objectives, i.e., delay recovery and energy efficiency, through using a weighted-sum formulation and an ε-constraint formulation. With these energy-related extensions, the nature of the three optimization problems remains same to Part 1. In numerical experiments conducted based on the Dutch test case, we consider the PNLP approach and the PTSPO approach only and compare their performance with the inclusion of the energy-related aspects; the PPWA approach is neglected due to its bad performance, as evaluated in Part 1. According to the experimental results, the PTSPO approach, Accepted Author Manuscript, Transport Engineering and Logistics, Hybrid, Adaptive and Nonlinear

We study the integration of real-time traffic management and train control by using mixed-integer nonlinear programming (MINLP) and mixed-integer linear programming (MILP) approaches. Three innovative integrated optimization approaches for real-time traf- fic management that inherently include train control are developed to deliver both a train dispatching solution (including train routes, orders, departure and arrival times at passing stations) and a train control solution (i.e., train speed trajectories). Train speed is consid- ered variable, and the blocking time of a train on a block section dynamically depends on its real speed. To formulate the integrated problem, we first propose an MINLP problem (P NLP ), which is solved by a two-level approach. This MINLP problem is then reformulated by approximating the nonlinear terms with piecewise affine functions, resulting in an MILP problem (P PWA ). Moreover, we consider a preprocessing method to generate the possible speed profile options for each train on each block section, one of which is further selected by a proposed MILP problem (P TSPO ) with respect to safety, capacity, and speed consistency constraints. This problem is solved by means of a custom-designed two-step approach, in order to speed up the solving procedure. Numerical experiments are conducted using data from the Dutch railway network to comparatively evaluate the effectiveness and efficiency of the three proposed approaches with heterogeneous traffic. According to the experimen- tal results, the MILP approach (P TSPO ) yields the best overall performance within the re- quired computation time. The experimental results demonstrate the benefits of the inte- gration, i.e., train delays can be reduced by managing train speed.

We introduce a distributed optimization method for improving the computational efficiency of real-time traffic management approaches for large-scale railway networks. We first decompose the whole network into a pre-defined number of regions by using an integer linear optimization approach. For each resulting region, a mixed-integer linear programming approach is used to address the traffic management problem, with micro details of the network and incorporated with the train control problem. For handling the interactions among regions, an alternating direction method of multipliers (ADMM) algorithm based solution approach is developed to solve the subproblem of each region through coordination with the other regions in an iterative manner. A priority rule based solution approach is proposed to generate feasible suboptimal solutions, in case of lack of convergence. Numerical experiments are conducted based on the Dutch railway network to show the performance of the proposed solution approaches, in terms of effectiveness and efficiency. We also show the trade-off between solution quality and computational efficiency., Transport Engineering and Logistics, Team DeSchutter

We study the integration of real-time traffic management and train control by using mixed-integer nonlinear programming (MINLP) and mixed-integer linear programming (MILP) approaches. Three innovative integrated optimization approaches for real-time traffic management that inherently include train control are developed to deliver both a train dispatching solution (including train routes, orders, departure and arrival times at passing stations) and a train control solution (i.e., train speed trajectories). Train speed is considered variable, and the blocking time of a train on a block section dynamically depends on its real speed. To formulate the integrated problem, we first propose an MINLP problem (PNLP), which is solved by a two-level approach. This MINLP problem is then reformulated by approximating the nonlinear terms with piecewise affine functions, resulting in an MILP problem (PPWA). Moreover, we consider a preprocessing method to generate the possible speed profile options for each train on each block section, one of which is further selected by a proposed MILP problem (PTSPO) with respect to safety, capacity, and speed consistency constraints. This problem is solved by means of a custom-designed two-step approach, in order to speed up the solving procedure. Numerical experiments are conducted using data from the Dutch railway network to comparatively evaluate the effectiveness and efficiency of the three proposed approaches with heterogeneous traffic. According to the experimental results, the MILP approach (PTSPO) yields the best overall performance within the required computation time. The experimental results demonstrate the benefits of the integration, i.e., train delays can be reduced by managing train speed., Accepted Author Manuscript, Transport Engineering and Logistics, Team DeSchutter

In railway operations, when a disruption occurs, train dispatchers aim to adjust the affected schedule and to minimize negative consequences during and after the disruption. As one of the most important components of the railway system, railway signals are used to guarantee the safety of train services. We study the train dispatching problem with consideration of railway signaling commands under the fixed-block signaling system. In such a system, signaling commands dynamically depend on the movement of the preceding trains in the network. We clarify the impact of the signaling commands on train schedules, which has so far been neglected in the literature on railway train dispatching, and we propose an innovative set of signaling constraints to describe the impact. The determination of the signal indicators is presented using “if-then” constraints, which are further transformed into linear inequalities by applying two transformation properties. Activation of the train speed limits that result from the signaling commands is the core purpose of the signaling constraints, and this is implemented by using the signal indicators. Moreover, we formulate the Greenwave (GW) policy, which requires that trains always proceed under green signals, and we further investigate the impact of the GW policy on delays. In numerical experiments, the proposed signaling constraints are employed within a time-instant optimization problem, which is a mixed-integer linear programming (MILP) problem. The experimental results demonstrate the effectiveness of the proposed signaling constraints and show the impact of the signaling commands and GW policy on the train dispatching solution., Transport Engineering and Logistics, Team DeSchutter

Within this study, the oxidation behavior of SiHfBCN ceramic powders and monoliths was studied at temperatures from 1200 to 1400 degrees C. Both powder and monolithic samples exhibited parabolic oxidation behavior characterized by very low rates (10(-9)-10(-8) mg(2) cm(-4) h(-1) The activation energy of 112.9 kJ mol(-1), which was determined for the SiHfBCN powder, is comparable to that of other silica formers such as silicon or SiC and relates to the diffusion of molecular oxygen through silica scale. Whereas, the values determined for the SiHfBCN ceramic monoliths (174 and 140 kJ mol(-1), depending on the Hf content) indicate the complex nature of their oxidation process, leading at temperatures below 1300 degrees C to a continuous oxide scale consisting of borosilicate, silica, m-and t-HfO2. At higher temperatures, the oxide scale consists of silica, HfSiO4 as well as m-and t-HfO2 and becomes discontinuous, probably due to the evaporation of boria. (C) 2015 Elsevier Ltd. All rights reserved.

© 2015, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.In this paper, a robust fault detection and diagnosis (FDD) method is proposed for multiple-model systems with modeling uncertainties. A compensation step is introduced to modify the mixed states and their variances obtained through the interacting multiple model (IMM) approximation and to solve the uncertainty problem. The degree of compensation is governed by a modification parameter determined by the orthogonality principle, which means that the estimation error calculated in the sub-filter using the true system models should be orthogonal to the residual error vector. To avoid over compensation in the unmatched models, a minimization procedure is used to derive the overall modification parameter. When the modification parameter is equal to one, the proposed method reduces to the IMM algorithm. An experiment is conducted through the ball and tube system to demonstrate the effectiveness of the proposed method.

p. 323-332, The seismic analysis of spatial structure in the last 40 years was developed from the static to the dynamic analysis, from the elastic analysis to the elasto-plastic analysis, from the deterministic to the stochastic analysis, and from the uniform seismic excitation in one dimension to the non-uniform seismic excitation in multi-dimensions. The practices show that the model of the spatial structure should be built not only including the roof structure, but the supporting structure and even the foundation as well. Seismic analyses for the nuclear plant, the offshore flatform and the high-rise building have shown that the seismic response of those structures considering the soil-structure interaction (SSI) effect varied a lot compared with that of rigid-connected model. However, few studies have been done for seismic analysis of spatial structures accounting for soil-structure interaction. In present paper, the 3D BNWF(Beam On Nonlinear Winkler Foundation ) SSI model for the shallow foundation and the 3D dynamic p-y model for the deep foundation, the earhtquake input model, the elasto-plastic hysteritic model suitable for the superstructure and the substructure are put forward for the seismic analysis of spatial structure. The research will lay a good foundation for the 3D nonlinear analysis of spatial structure incoporating the SSI under strong earthquake shaking and further promote the performance based design of the spatial structure.