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Sustainable urban rail transit requires noise barriers. However, these barriers’ durability varies due to the differing aerodynamic impacts they experience. The purpose of this paper is to investigate the aerodynamic discrepancies of trains when they meet within two types of rectangular noise barriers: fully enclosed (FERNB) and semi-enclosed with vertical plates (SERNBVB). The research also considers the sensitivity of the scale ratio in these scenarios.

A 1:16 scaled moving model test analyzed spatiotemporal patterns and discrepancies in aerodynamic pressures during train meetings. Three-dimensional computational fluid dynamics models, with scale ratios of 1:1, 1:8 and 1:16, used the improved delayed detached eddy simulation turbulence model and slip grid technique. Comparing scale ratios on aerodynamic pressure discrepancies between the two types of noise barriers and revealing the flow field mechanism were done. The goal is to establish the relationship between aerodynamic pressure at scale and in full scale.

The aerodynamic pressure on SERNBVB is influenced by the train’s head and tail waves, whereas for FERNB, it is affected by pressure wave and head-tail waves. Notably, SERNBVB's aerodynamic pressure is more sensitive to changes in scale ratio. As the scale ratio decreases, the aerodynamic pressure on the noise barrier gradually increases.

A train-meeting moving model test is conducted within the noise barrier. Comparison of aerodynamic discrepancies during train meets between two types of rectangular noise barriers and the relationship between the scale and the full scale are established considering the modeling scale ratio.

The purpose of this paper is to study the correlation between the dynamic features of the running-in attractor and the wear particle group, so as to characterize the running-in attractor by means of the wear particle group.

Wear particles are collected in phased wear experiments, and their dynamic features are investigated by the equivalent mean chord length L. Then, the correlation between the equivalent mean chord length L and the correlation dimension D of the running-in attractor is studied.

In the wear process, the equivalent means chord length L first decreases, then remains steady, and finally increases, this process agrees with the increase, stabilization and decrease of the correlation dimension D. Therefore, the wear particle group has a dynamic nature, which characterizes the formation, stabilization, and disappearance of a running-in attractor. Consequently, the dynamic characteristics and evolution of a running-in attractor can be revealed by the wear particle group.

The intrinsic relationship between the wear particle group and the running-in attractor is proved, and this is advantageous for further revealing the dynamic features of the running-in attractor and identifying the wear states.

This study aims to reveal the differential concentration corrosion (DCC) mechanism, which has been ignored by researchers for a long time.

The ionic conductive layer near the pipe wall was extracted and discretized. In the case of DCC, the equations of corrosion potential after polarization in units are derived according to Kirchhoff’s Law. By solving these equations, the corrosion potential and current on situation of DCC are calculated.

DCC can change origin distribution of (nature) potential and current greatly; it will cause polarization. The positions with original lower corrosion potential will produce anodic polarization; meanwhile, the speed of corrosion also increases; the position with original higher corrosion potential will produce cathodic polarization, and the corrosion current is also decreased. Generally speaking, the potential will be homogenized by DCC mechanism.

This model makes an in-depth analysis of the traditional FAC theory, greatly supplements it and enriches the theory.