摘要：As the application of energy-absorption structure reaches an unprecedented scale in both academia and industry, a reflection upon the state-of-the-art developments in the crashworthiness design and structural optimization, becomes vital for successfully shaping the future energy-absorption structure. Physical impacting test and numerical simulation are the main methods to study the crashworthiness of railway vehicles at present. The end collision deformation area of the train can generally be divided into two kinds of structural design forms: integral absorbing structure design form and specific energy absorbing structure design form, and different energy-absorption structures introduced in this article can be equipped on different railway vehicles, so as to meet the balance of crashworthiness and economy. In pursuit of improving the capacity of energy dissipation in energy-absorption structures, studies are increasingly investigating multistage energy absorption systems, searching breakthrough when the energy dissipation capacity of the energy-absorption structure reaches its limit. In order to minimize injuries, a self-protective posture for occupants is also studied. Despite the abundance of energy-absorption structure research methods to-date, the problems of analysis and prediction during impact are still scarce, which is constituting one of many key challenges for the future.

摘要：The complex structure of the bottom of a high-speed train is an important source of train aerodynamic ***,improving the bottom structure is of great significance to reduce the aerodynamic drag of the *** this study,computational fluid dynamics(CFD)based on three-dimensional steady incompressible Reynolds-average Naiver-Stokes(RANS)equations and Realizable k-ε turbulence model were utilized for numerical *** by the concept of streamlined design and the idea of bottom flow field control,this study iteratively designed the bogies in a streamlined shape and combined them with the bottom deflectors to investigate the joint drag reduction *** models,i.e.,single-bogie model,simplified train model,and eight-car high-speed train model,were created and their aerodynamic characteristics were *** results show that the single-bogie model with streamlined design shows a noticeable drag reduction,whose power bogie and trailer bogie experience 13.92%and 7.63%drag reduction,*** range of positive pressure area on the bogie is *** aerodynamic drag can be further reduced to 15.01%by installing both the streamlined bogie and the deflector on the simplified train *** the streamlined bogies and deflectors are used on the eight-car model together,the total drag reduction rate reaches 2.90%.Therefore,the proposed aerodynamic kit for the high-speed train bottom is capable to improve the flow structure around the bogie regions,reduce the bottom flow velocity,and narrow the scope of the train’s influence on the surrounding environment,achieving the appreciable reduction of aerodynamic *** paper can provide a new idea for the drag reduction of high-speed trains.

摘要：An investigation of the effect of simplifying bogie regions on the aerodynamic performance of a high-speed train was carried out by studying four train models,to explore possible ways to optimise the train underbody structure,improve the underbody aerodynamic performance,and reduce the aerodynamic *** shear stress transport(SST)k-ωturbulence model was used to study the airflow features of the high-speed train with different bogie regions at Re=2.25×10^(6).The calculated aerodynamic drag and surface pressure were compared with the experimental benchmark of wind tunnel *** results show that the SST k-ωmodel presents high accuracy in predicting the flow fields around the train,and the numerical results closely agree with the experimental *** with the train with simplified bogies,the aerodynamic drag of the train with a smooth surface and the train with enclosed bogie cavities/inter-carriage gaps decreases by 38.2%and 30.3%,respectively,while it increases by 10.8%for the train with cavities but no ***,enclosing bogie cavities shows a good capability of aerodynamic drag reduction for a new generation of highspeed trains.

摘要：高速列车车体在交变气动载荷作用下可能发生疲劳破坏,对行车安全构成威胁,急需研制可实现车内压力反复变化的试验装置对新造车体进行疲劳强度试验。为实现车体气动载荷按三角波形式加载,本文以CRH2型动车组三分之一车体为研究对象。首先采用数值计算方法对车体在进出气口体积流量恒定时车内压力随时间变化关系进行研究,在此基础上,完成车体交变气动载荷试验装置气路及控制系统设计,并采用CRH2型动车组三分之一铝合金车体进行验证性试验。结果表明该试验装置达到了设计要求,为研究车体在交变气动载荷作用下疲劳特性提供了有力支撑。

摘要：设计了耐冲击吸能车体,其前端司机室控制台前端和尾端为塑性大变形区域,中间载客区为弹性小变形区域。建立轻轨列车的等效简化模型。对实际模型和简化模型在同样工况下进行了撞击计算,结果显示等效模型和简化模型的变形过程相似,力—位移曲线也基本相同。在简化的轻轨车模型基础上,模拟6辆编组的轻轨列车以25km.h-1速度撞击一列静止的轻轨列车,得到各辆车的动力学响应。计算结果显示,车辆与车辆之间发生了多体耦合撞击,每辆车都产生了塑性变形,其中头车前端塑性变形较大。

摘要：在列车撞击动力学中,简化的刚体模型被广泛应用于研究列车耐撞性,以及进一步优化列车在冲击载荷下的能量分布。然而忽略弹性波传播对列车耐撞性能的影响尚不清楚。为了解决这一问题,本文建立了简化的一维弹性车体模型,并研究了弹性波传播对列车能量耗散以及动力学特性的影响。基于经典的弹性波传播理论,提出了一种密度及弹性模量缩比准则,使一维弹性车体的运动特性与其横截面积无关。讨论了弹性波传播速度对不同冲击速度下三节编组列车在冲击工况下的能量吸收、弹性能储存以及车体最终的等效平衡速度的影响。研究发现,当弹性波的传播速度约为3500 m/s时,一维弹性车体与实际列车模型的一致性最好。在初始冲击速度为10、15和20 m/s时,简化的一维弹性模型吸能量与实际列车模型相比误差仅为2.56%、1.84%和1.45%,而简化的刚性模型能量吸收量比实际列车模型高10.7%、12.4%和14.8%,刚性模型显著高估了列车的能量吸收量。我们的研究结果可以促进列车在碰撞条件下的耐撞性设计和优化。

摘要：根据现行城市轻轨车辆不锈钢车体的设计要求，并综合考虑了车体在模块化、轻量化、强度和刚度等方面的问题，采用各种不锈钢型材，改进了原Q6W型车体结构，提出Q6W型不锈钢车体的设计方案；用ANSYS分析软件对改进方案进行计算、分析和校验，结果表明被选方案不仅达到了使车体质量减轻20％以上的目标，而且在其他方面都达到了相应的技术要求。

摘要：受电弓区域是列车气动阻力的重要来源,其贡献率约为10%,是列车气动阻力的关键区域。因此,改善受电弓区压力分布成为减小列车气动阻力的潜在有效方法。基于鞘翅目昆虫的生物形态,提出了一种新型的仿生鞘翅目导流罩,将其安装在8节编组的高速列车受电弓区域,以实现该区域的空气流动平顺。建立了原始模型(模型Ⅰ)、带导流罩的受电弓Ⅰ(模型Ⅱ)、带导流罩的受电弓Ⅱ(模型Ⅲ)、带导流罩的受电弓Ⅰ和受电弓Ⅱ(模型Ⅳ)4个计算模型,探讨列车气动减阻机理,提高列车气动性能。结果表明,安装受电弓导流罩后,受在电弓区域的气动阻力显著减小。受电弓Ⅰ区域最大减阻达84.5%,受电弓Ⅱ区域最大减阻为25.0%。当受电弓Ⅰ区域和受电弓Ⅱ区域同时安装导流罩时,受电弓Ⅰ区和受电弓Ⅱ区总减阻可达49.6%。与没有导流罩的原始模型相比,受电弓区域的空气流动更顺畅,堵塞效应更小。但是,下游流速加快,冲击风挡区域,导致气动阻力增大。在受电弓Ⅰ区域或受电弓Ⅱ区域安装导流罩时,8节列车的总阻力分别降低了4.6%和1.8%,而在受电弓Ⅰ区域和受电弓Ⅱ区域同时安装导流罩时,列车的总阻力降低了6.3%。本文可为新一代高速列车的气动设计提供参考。

摘要：针对胜利油田孤岛中一区Ng3油藏地层水的性质设计激活剂配方,在物模条件下有效激活内源微生物,同时将硫酸盐还原菌控制在50个/ml以下,微生物产乙酸最高达2779mg/L,甲烷气含量45%。通过变性梯度凝胶电泳及其克隆测序,定性分析了激活后内源微生物群落中的4个不同属的内源古菌,其中以嗜热产甲烷古菌为主,利用其他细菌代谢产生的低分子有机酸、二氧化碳等产甲烷;这些古菌与细菌共同组成了物模试验条件下的完整代谢体系,充分利用营养并提高对驱油的贡献。

摘要：在当前自然资源机构改革的新形势下,自然资源信息化工作面临着巨大的挑战。连云港市拥有较为丰富的自然资源数据,为了能够更好的管理和使用这些数据,连云港市自然资源和规划局依托云环境,建设了国土空间大数据平台,以全市统一的陆海统筹自然资源大数据体系为支撑,逐步建立全市国土空间基础信息资源体系和管理与服务体系,采用微服务架构模式,建成部门联动、开发共享、安全可靠的国土空间大数据平台。在大数据平台建设任务的基础上,对平台总体设计和功能设计进行了详细阐述,建成了数据更全面、应用更广泛、共享更顺畅的平台,最终达到全市自然资源'可查询、可分析、可共享、可决策'的目标。