Search results

Magnetic track brake system is one brake independent of the adhesion between wheel and rail and independent of a traction power failure. 2.2 The control principle Magnetic track brake system has a few main interface, such as driving/braking lever, the traction control unit (TCU), the central control unit (CCU), drivers display unit (DDU), automatic train protection (ATP) and so on, exchanges information through the hard line and Controller Area Network (data Bus).
When fault state, the failure of the regenerative braking train bogie on exerting the corresponding magnetic track brake force size, make train implementation level required of train braking speed reduction. 3 Verify the feasibility 3.1 Meet the requirements of braking force calculation Different brake systems and brake control method will produce different braking distance, in all sorts of different ways of braking, emergency braking distance is as short as possible, is the basic for testing train braking ability and operation safety technical conditions, is also a communication signal system design and the important basis of transport organization.
Checks the scheme for emergency braking, see table 1, in considering the brake response time under the premise of meet the emergency braking speed reduction of 1.8 m/s2.
Table 1: Emergency braking capacity checking The initial speed（km/h） 20 30 40 50 60 70 The average coefficient of friction [2] 0.153 0.132 0.116 0.104 0.094 0.086 AW0 The average braking force of the vehicle （N） 208386 179784 157992 141648 128028 117132 AW2 208386 179784 157992 141648 128028 117132 AW3 208386 179784 157992 141648 128028 117132 AW0 The average speed reduction （m/s2） 4.07 3.70 3.34 3.03 2.77 2.55 AW2 3.14 2.82 2.53 2.29 2.08 1.91 AW3 2.97 2.66 2.38 2.16 1.96 1.80 3.2 Braking force is adjustable Because of low floor light rail train secondary suspension is steel spring, so the load information needed to provide 1 set of load sensors on each of the bogie, the microcomputer brake control unit (BECU) decodes the signal collected, gets vehicle load information, makes the braking force distribution according to it.
Table 2: Service braking capacity checking The initial speed（km/h） 20 30 40 50 60 70 AW0 PWM duty ratio control 25% 28% 32% 35% 39% 43% AW2 33% 38% 43% 47% 52% 57% AW3 35% 40% 45% 50% 56% 61% The average speed reduction under AW0/AW2/AW3 （m/s2） 1.10 3.3 Holding Brake The slide force of train in 35 ‰ slope in AW0, AW2 and AW3 load conditions, is 14583 N, 19792 N and 21111 N respectively.The static friction coefficient is 0.2 between the rail and the friction material of sliding wedge on magnetic track brake, parking brake force of magnetic track brake device is 272400 n, in AW0, AW2 and AW3 train’s load under the condition of parking brake safety coefficient is 18.68, 13.76 and 12.90, respectively.

This evolution is dependent on temperature, degree of reduction (strain) and strain rate.
The data confirm that the fatigue lives are similar.
These data cover the LCF regime.

Presents a methodology of the experiment and data processing of the results.
Introduction Reduction of energy losses in the nozzles of small turbines is a reserve for increasing the efficiency of the turbine.
Processing of the experimental data 1.

The PC software design Automatic meter software design Automatic meter software is done in Visual Basic 6.0 Enterprise Edition development environment (Figure2)Its main task is responsible for receiving the collected via GPRS transmission over the data and parse out the data stored in the database corresponding data table[3] (Figure 2).
Figure 2, The main flow chart Data management software used in the design of controls for the Timer, Winsock
Figure 3 The main function of Figure cloud software Database design As the management system for a number of same time heating companies and users, to produce a very large amount of data, how the data are stored and effectively separated.
Database sharing and data tables isolated in this way, you can make the server to support more clients, but also in the physical realization of a certain degree of data isolation to ensure security of the data, and uses stored procedures, triggers and other advanced technology to improve the data access speed.
Database design and functionality needed the main data table (Table 1).

This task may be implemented by integrating production processes, technologies, data on production resources and production systems into one smoothly operating network.
System Description A lack of proper links (real-time feedback) between the production hall and management levels as well as manual entering of data into the system by the employees lead to abundant errors and distortions, including the possibility of data loss.
Consequently, production stoppages are prevented owing to automatic data management and operation times of machines and devices are shortened to a minimum.
Creating an environment which enables a direct access to all the data coming from the production level and influencing them in real time leads to a correct analysis of processes taking place on all levels of the enterprise.
Ćwikła, Automatic data acquisition for systems supporting company management, Selected Engineering Problems (2011) 79–84

Detailed classification can be seen in table 1 Results and Analysis The original data that this paper needs are from the relevant statistical yearbook, statistical bulletin and some study reports published by relevant authorities.
For a few missing data, this paper make them up in mathematical difference value method.
For some data cannot be direct looked up but needed,this paper collects and classifies them on the basis of"Economy-wide MFA and Derived Indicator:A Methodological Guide"and the existing research results at home and abroad[3,4,5,6,7,8].
Shandong Province eco-economic system material input and output relevant data in 1996-2009 are classified in table 2,3.
From the data can be seen in table 2, water input and output respectively occupied the vast majority of material input and output, it is bigger than regional material input and output in two orders of magnitude.

The first part examined the accuracy of various RANS turbulence models, i.e. the standard model, RNG model, realizable model, standard model, SST model, and RSM, by comparing their results with available experimental data.
The focus of this paper is to look for a reasonable 2D RANS approach for practical wind engineering problems by comparing their results with experimental data.
Comparisons are made with the experimental data [2,3] and the LES results [4].
Trough comparison with the experimental data [5], the computational drag is reliable.
In summary, it is encouraging to obtain the results comparable with the experimental data by computational fluid dynamics (CFD) techniques, such as 2D RANS approach used in current paper.

Their predicted geometries optimized by the MO calculations are in excellent agreement with the reported crystal structure data, and therefore can be used as models for docking study between complexes and biomolecules.
Represented anal. data [MoO2(Pipdtc)2] (1) Yield: 106 mg (17%).
Selected anal. data for MoO2(N-Mepzdtc)2] (5) Yield: 130 mg (27.1%).
The graphical presentation of ie for all 1000 solutions with applied 95% noise reduction is given in Fig. 3.
Geometry of (3) assessed by the semi-empirical PM3 method was in excellent agreement with the previously reported x-ray structural data.

That can achieve remarkable energy saving and emission reduction effectiveness.
The CFD simulation experiments are conducted on different input flow rate and depth of the lance showed in table 1 to get the calculating data of flow and temperature distribution.
Three cross sections situated on the inlet of the lance, the initial free surface of bath, 2.114m higher than the surface of bath and 7.528m to the bottom of surface, showed as Table 1, are taken for data exporting surface for getting representative moment data to analyze.
The sections to show the data velocity of flow (m/s) distance to the furnace bottom(m) 1 24 z=2.000，3.300，5.414，7.528 2 28 z=2.000，3.300，5.414，7.528 3 20 z=2.000，3.700，5.814，7.528 The physical quantity distribution on every surface is not homogeneous obviously.
The classical model and experimental data test were passed

The results show that the cost of consumable parts can be reduced to a minimum of only 10.9% of the original design for optimized generator based on cost reduction, but have the problems of lifespan reduction and frequently replacement.
According to above data, a cost comparison estimates as follows: 1 1 0 10 0.1 C 100000 200 Q 10.9% 3 2 C 1000 800 + = = + = (1) Where, Q1 is the reduced percent of the cost of consumable parts with optimized design based on the lowest cost; C0 is the cost of consumable parts of the initial design; C1 is the cost of consumable parts of optimized design based on the lowest cost.