Improved Design of Lifting Slide Rail System of Stone Processing Machine

In this research, improved design for the lifting slide rail system on stone processing machine has innovated in a few aspects, including the innovative design of the lifting rail, fixture to fix and connect with the hydraulic tappet, and the sliding block equipped with limit device etc. The improved design has been successfully applied to the stone processing machine to crush and process block and stone flake processing waste of different shapes, it turned out that the needle flake particle content and crushing index of the processed stone are in line with the national standard requirements, i.e. crushing index of 7.2%, reaching the technical requirements of Class I crushed stone. In another words, the improved design has significantly improved the processing efficiency and safety and reduced costs effectively; meanwhile, its handy operation and utilization has made it ready to promote in a wider range.

The Influence of Track Structure Parameters on the Dynamic Response Sensitivity of Heavy Haul Train-LVT System

Background: In order to study the applicability of Low Vibration Track (LVT) in heavy-haul railway tunnels, this paper carried out research on the dynamic effects of LVT heavy-haul railway wheels and rails and provided a technical reference for the structural design of heavy-haul railway track structures. Methods: Based on system dynamics response sensitivity and vehicle-track coupling dynamics, the stability of the upper heavy-haul train, the track deformation tendency, and the dynamic response sensitivity of the vehicle-track system under the influence of random track irregularity and different track structure parameters were calculated, compared and analyzed. Results: Larger under-rail lateral and vertical structural stiffness can reduce the dynamic response of the rail system. The vertical and lateral stiffness under the block should be set within a reasonable range to achieve the purpose of reducing the dynamic response of the system, and beyond a certain range, the dynamic response of the rail system will increase significantly, which will affect the safety and stability of train operation. Conclusions: Considering the changes of track vehicle body stability coefficients, the change of deformation control coefficients, and the sensitivity indexes of dynamic performance coefficients to track structure stiffness change, the recommended values of the vertical stiffness under rail, the lateral stiffness under rail, the vertical stiffness under block, and the lateral stiffness under block are, respectively 160 kN/mm, 200 kN/mm, 100 kN/mm, and 200 kN/mm.

Testing and Modelling of Elastomeric Element for an Embedded Rail System

Modelling of elastomeric elements of railway components, able to represent stiffness and damping characteristics in a wide frequency range, is fundamental for simulating the train–track dynamic interaction, covering issues such as rail deflection as well as transmitted forces and higher frequency phenomena such as short pitch corrugation. In this paper, a modified non-linear Zener model is adopted to represent the dependences of stiffness and damping of the rail fastening, made of elastomeric material, of a reference Embedded Rail System (ERS) on the static preload and frequency of its deformation. In order to obtain a reliable model, a proper laboratory test set-up is built, considering sensitivity and frequency response issues. The equivalent stiffness and damping of the elastomeric element are experimentally characterised with force-controlled mono-harmonic tests at different frequencies and under various static preloads. The parameters of the non-linear Zener model are identified by the experimental equivalent stiffness and damping. The identified model correctly reproduces the frequency- and preload-dependent dynamic properties of the elastomeric material. The model is verified to be able to predict the dynamic behaviour of the elastomeric element through the comparison between the numerically simulated and the experimentally measured reaction force to a given deformation time history. Time domain simulations with the model of the reference ERS demonstrate that the modelled frequency- and preload-dependent stiffness and damping of the elastomeric material make a clear difference in the transient and steady-state response of the system when distant frequency contributions are involved.

Establishment of a Real-Time Simulation of a Marine High-Pressure Common Rail System

In this paper, the high-pressure common rail system of the marine diesel engine is taken as case study to establish a real-time simulation model of the high-pressure common rail system that can be used as the controlled object of the control system. On the premise of ensuring accuracy, the real-time simulation should also respond quickly to instructions issued by the control system. The development of the real-time simulation is based on the modular modeling method, and the high-pressure common rail system is divided into submodels, including the high-pressure oil pump, common rail tube, injector, and mass conversion. The submodels are built using the “surrogate model” method, which is mainly composed of MAP data and empirical formulas. The data used to establish the real-time simulation are not only from the empirical research into the high-pressure common rail system, but also from simulations of the high-pressure common rail system undertaken in AEMSim. The data obtained from this real-time simulation were compared with the experimental data to verify the model. The error in fuel injection quality is less than 5%, under different pressures and injection durations. In order to carry out dynamic verification, the PID control strategy, the model-based control strategy, and the established real-time simulation are all closed-loop tested. The results show that the developed real-time simulation can simulate the rail pressure wave caused by cyclic injection according to the control signal, and can feedback the control effect of different control strategies. Through verification, it is clear that the real-time simulation of the high-pressure common rail system can depict the rail pressure fluctuation caused by each cycle of fuel injection, while ensuring the accuracy and responsiveness of the simulation, which provides the ideal conditions for the study of a rail pressure control strategy.

Research on a small sample fault diagnosis method for a high-pressure common rail system

In the fault diagnosis of high-pressure common rail diesel engines, it is often necessary to face the problem of insufficient diagnostic training samples due to the high cost of obtaining fault samples or the difficulty of obtaining fault samples, resulting in the inability to diagnose the fault state. To solve the above problem, this paper proposes a small-sample fault diagnosis method for a high-pressure common rail system using a small-sample learning method based on data augmentation and a fault diagnosis method based on a GA_BP neural network. The data synthesis of the training set using Least Squares Generative Adversarial Networks (LSGANs) improves the quality and diversity of the synthesized data. The correct diagnosis rate can reach 100% for the small sample set, and the iteration speed increases by 109% compared with the original BP neural network by initializing the BP neural network with an improved genetic algorithm. The experimental results show that the present fault diagnosis method generates higher quality and more diverse synthetic data, as well as a higher correct rate and faster iteration speed for the fault diagnosis model when solving small sample fault diagnosis problems. Additionally, the overall fault diagnosis correct rate can reach 98.3%.

Experimental study on the performance of ultra high pressure common rail system

In order to overcome the difficulties of high pressure source design and parts integration in the injector, realizing the ultra high pressure injection and controllable fuel injection rate, an ultra high pressure common rail system based on domestic basic materials and manufacturing technology level was proposed and designed. The working principle of this system was first introduced; the performance test bench of ultra high pressure common rail system was built. Then, the influence of pressure-amplifier device structure parameters on the pressurization pressure peak was analyzed quantitatively, and on the basis of selecting the most appropriate combination of parameters, the pressure and fuel injection rate control characteristics were conducted. The results show that ultra high pressure common rail system can magnify fuel pressure to ultra high pressure state (more than 200 MPa) and by changing the control signal timing of pressure-amplifier device and injector solenoid valve, the flexible and controllable fuel injection rate can be achieved. Under the condition of the same pressurization ratio, the peak value of pressurization pressure increases gradually, and with the increase of pressurization ratio, the increasing trend of the pressurization pressure peak value is nonlinear. At the same time, under the same condition of spring preload, the greater of the spring stiffness, the higher of the rail base pressure can bear, that means the pressure-amplifier device can achieve pressurization at a higher base pressure. But if the spring stiffness is too large, the solenoid valve of pressure-amplifier device will not be opened due to insufficient electromagnetic force, so the specific selection should be considered in a compromise.