Effect of Railway Track Segmentation Method on the Optimal Solution of Tamping Planning Problem

Abstract

The safety and continuality of the railway network are guaranteed by carrying out a lot of maintenance interventions on the railway track. One of the most important of these actions is tamping, where railway infrastructure managers focus on optimizing tamping activities in ballasted tracks to reduce the maintenance cost. To this end, this article presents a mixed integer linear programming model of the Tamping Planning Problem (TPP) and investigates the effect of track segmentation method on the optimal solution by three scenarios. It uses an opportunistic maintenance technique to plan tamping actions. This technique clusters many tamping works through a time period to reduce the track possession cost as much as possible. CPLEX 12.6.3 is used in order to solve the TPP instances exactly. The results show that the total number of machine preparations increases by increasing the number of track segments. It is also found that the total costs increase by 6.1% and 9.4% during scenarios 2 and 3, respectively. Moreover, it is better to consider the whole railway track as a single segment (as in scenarios 1) that consists of a set of sections during the tamping planning in order to obtain the optimal maintenance cost. Doi: 10.28991/cej-2021-03091774 Full Text: PDF

Improved active disturbance rejection speed control for autonomous driving of high-speed train based on feedforward compensation

“…According to the single particle model of the train (as shown in Figure 2 ), the train control model is established as follows 32 : where x is the train displacement, v is the speed, c is the acceleration coefficient, u is the traction or braking force of the train, w 0 represents the basic resistance, w j represents the additional resistance depending on the line, g is the gravitational acceleration, ρ represents the wheel rotation mass coefficient; r a , r b , r c are the coefficients of the basic resistance, w i is the additional resistance of the ramp, w r is the additional resistance of the curve, w s is the additional resistance of the tunnel. The train resistance will also be affected by falling leaves, subgrade settlement, 33 , 34 and extreme weather such as strong wind. The random resistance caused by the above factors is represented by o (·).…”