By doping an organic compound functioning as an electron donor (hereinafter referred to as donor molecules) into an organic compound layer contacting a cathode, donor levels can be formed between respective LUMO (lowest unoccupied molecular orbital) levels between the cathode and the organic compound layer, and therefore electrons can be injected from the cathode, and transmission of the injected electrons can be performed with good efficiency. Further, there are no problems such as excessive energy loss, deterioration of the organic compound layer itself, and the like accompanying electron movement, and therefore an increase in the electron injecting characteristics and a decrease in the driver voltage can both be achieved without depending on the work function of the cathode material.

Light Emitting Device

Measurement and prediction of train-induced vibrations in a full-scale building

Railway track components located at bridge transition zones or approach areas suffer from impact load and vibrations caused by abrupt changes in track stiffness on the bridge and the subgrade. The numerous strategies that can be used to mitigate these abrupt track stiffness changes rely on one of two concepts. The first concept is that of providing a gradual stiffness change, and the second is that of equalizing the track stiffness. A number of such mitigation methods have been developed and implemented over recent decades. Construction activities associated with these methods require various materials, processes, and uses of time, costs, and carbon emissions. In this study, eight of the most common techniques for railway bridge transition mitigation, including under ballast mats, soft baseplates, under sleeper pads, rail pads, embankment treatments, transition slabs, ballast bonding, and wide sleepers are compared. This study benchmarks the costs and carbon emissions of these eight mitigation techniques over the 50 year lifespan of a railway system subject to identical probabilities of four environmental scenarios: a control case, extremely high temperatures, extremely low temperatures, and flash flooding. This unprecedented study systemically investigates the effectiveness of the mitigation methods while considering the effects of 30 and 100 meter bridge span lengths. Our results indicate that railway engineers should adopt different mitigation methods for different scenarios. The soft baseplate is the most appropriate method for a short-span bridge in the control case and the case of flash flooding, while ballast bonding is better for long-span railway bridges. Embankment treatment is recommended for both high and low extreme temperatures. However, its applicability is limited when the differential track stiffness is extremely high. Hence, alternatives that are 5-25% more expensive are proposed in parallel. The alternative methods include ballast bonding, and the under sleeper pad and under ballast mat methods, the latter two of which are designed for different climate scenarios. These recommendations translate novel insights from the systems thinking approach into practice, and will benefit the railway industry significantly over the long term, enhancing both economic and environmental sustainability.

/pdf/lifecycle-assessments-of-railway-bridge-transitions-exposed-3m3iw99f8m.pdf

Lifecycle Assessments of Railway Bridge Transitions Exposed to Extreme Climate Events

Structure-borne low-frequency noise from multi-span bridges: A prediction method and spatial distribution

Study on the aerodynamic load characteristic of noise reduction barrier on high-speed railway

Soundproof walls are often added to concrete viaducts to help reduce railway noise. However, wind load and moment make it difficult to install extremely high soundproof walls without drastic reinforcement of the viaduct. This study proposes a new soundproof system that is composed of a clear soundproof plate and supporting frames. The top of soundproof plate is supported by a rotary axis. All or parts of the other three sides of the plate are fixed by magnetic attractive forces. The plate usually remains closed in ordinary conditions and offers high soundproofing performance. However, the plate opens and the appropriate wind load is released when the wind load exceeds the safety limit for the viaduct. A load test and a wind tunnel test confirm the function of the wind load mechanism for the proposed soundproof system.

/pdf/development-of-a-wind-load-reduction-soundproof-system-4q72aoe8s8.pdf

Development of a Wind Load Reduction Soundproof System

Recently, there have been increasing requirements to control the rolling noise generated by the wheels and rails, but the conventional counter measures such as noise barriers have a big disadvantage in that their installations are very labor-intensive. Therefore, the authors have developed a new type of material, called rail noise isolating material (RNIM), which consists of two laminated layers, the inner one a foamed ethylene-—propylene rubber and the outer one vibration-damped steel. An impact test executed in a laboratory and some noise measurements executed on commercial lines have verified that RNIM is effective in reducing rolling noise.

Development of Rail Noise Isolating Material (RNIM)

PROBLEM TO BE SOLVED: To provide a door catching detector capable of accurately detecting only a door catching state where a foreign object is pinched while not detecting a door catching state even when door end rubber is elastically deformed into a concave shape by touching a passenger or his/her personal belongings.SOLUTION: A door catching detector 10 for detecting a door catching state where a foreign object is pinched at a closing time of a vehicle door 2 disposed to be openable/closable includes door end rubber 11 made of a hollow elastic member and disposed at the closing direction leading end of the vehicle door 2, a piezoelectric member 12 disposed in the thickness-direction center of the vehicle door 2 on an inner side face 111a of the door end rubber 11, and a detector for detecting the door catching state of the vehicle door 2 by detecting a change in amount of charges generated from the piezoelectric member 12.

Door catching detector

PROBLEM TO BE SOLVED: To provide an impact load response evaluation method for a track pad, which provides the track pad with excellent cushioning performance by grasping impact load response characteristics of the track pad under a quasi-static load, and an impact testing apparatus for the track pad.SOLUTION: An impact testing apparatus for a track pad includes: a support member 1 which imitates a track; load sensors 2 which are disposed in six locations on the support member 1; six fastening devices 3 which have load ends disposed on the load sensors 2, respectively; a rail 4 which is supported by the fastening devices 3; the track pad 5 which is disposed between the rail 4 and the fastening device 3; a hydraulic actuator 6 which applies a preload, equivalent to a static wheel load, to the rail 4; and a weight 7 for applying an impact load, equivalent to an impact wheel load, to the rail 4.

Impact load response evaluation method and impact testing apparatus for track pad

PROBLEM TO BE SOLVED: To provide an evaluation device of a connector capable of simply calculating spring constants of elastic members of a connector and an evaluation program of the same.SOLUTION: Vibration detectors 12A to 12C detect vibration to be generated in a traction device 5 when the traction device 5 is excited by an excitation device 11. An evaluation device evaluates the traction device 5. The evaluation device measures vibration transmission amounts between measurement points V-V, between measurement points V-V, and between the measurement points V-V, and identifies a resonance frequency of the vibration transmission amounts based on the vibration transmission amounts between the measurement points V-V, between the measurement points V-V, and between the measurement points V-V. The evaluation device calculates spring constants of elastic members 7A, 7B based on the resonance frequency of the vibration transmission amounts of the traction device 5. The evaluation device evaluates deterioration states of the elastic members 7A, 7B based on variation of the spring constants of the elastic members 7A, 7B or variation of the resonance frequency.

Evaluation device of connector and evaluation program of the same

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