CN113111554A - Method for calculating deformation index of temporary overhead line of high-speed railway passing at speed of 80km per hour - Google Patents
Method for calculating deformation index of temporary overhead line of high-speed railway passing at speed of 80km per hour Download PDFInfo
- Publication number
- CN113111554A CN113111554A CN202110384082.4A CN202110384082A CN113111554A CN 113111554 A CN113111554 A CN 113111554A CN 202110384082 A CN202110384082 A CN 202110384082A CN 113111554 A CN113111554 A CN 113111554A
- Authority
- CN
- China
- Prior art keywords
- value
- irregularity
- track
- temporary
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 22
- 230000003068 static effect Effects 0.000 claims abstract description 82
- 238000007726 management method Methods 0.000 claims abstract description 47
- 238000011214 deviation management Methods 0.000 claims abstract description 32
- 238000006073 displacement reaction Methods 0.000 claims abstract description 32
- 229910000831 Steel Inorganic materials 0.000 claims description 38
- 239000010959 steel Substances 0.000 claims description 38
- 238000005259 measurement Methods 0.000 claims description 20
- 238000010276 construction Methods 0.000 claims description 14
- 230000008439 repair process Effects 0.000 claims description 14
- 238000012423 maintenance Methods 0.000 claims description 10
- 238000007619 statistical method Methods 0.000 claims description 6
- 238000013461 design Methods 0.000 abstract description 17
- 238000004364 calculation method Methods 0.000 description 8
- 101100346179 Arabidopsis thaliana MORC7 gene Proteins 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 231100000681 Certain safety factor Toxicity 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 239000004567 concrete Substances 0.000 description 2
- 241001669679 Eleotris Species 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000004570 mortar (masonry) Substances 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 239000011150 reinforced concrete Substances 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
- G06Q10/06393—Score-carding, benchmarking or key performance indicator [KPI] analysis
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2113/00—Details relating to the application field
- G06F2113/16—Cables, cable trees or wire harnesses
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
Landscapes
- Business, Economics & Management (AREA)
- Engineering & Computer Science (AREA)
- Human Resources & Organizations (AREA)
- Theoretical Computer Science (AREA)
- Physics & Mathematics (AREA)
- Economics (AREA)
- General Physics & Mathematics (AREA)
- Strategic Management (AREA)
- General Business, Economics & Management (AREA)
- Tourism & Hospitality (AREA)
- Marketing (AREA)
- Development Economics (AREA)
- Educational Administration (AREA)
- Entrepreneurship & Innovation (AREA)
- Game Theory and Decision Science (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- Operations Research (AREA)
- Quality & Reliability (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Primary Health Care (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention discloses a method for calculating a deformation index of a temporary overhead line of a high-speed railway passing at a speed of 80km per hour, which is used for calculating and obtaining a deformation control index used for guiding the structural design of an overhead device in a design stage and a static geometric irregularity allowable deviation management value of a temporary overhead line track in an operation stage. The principle of determining the deformation control index is that on the basis of the static geometric irregularity tolerance deviation management value of the ordinary speed railway track, the influence of the random irregularity of the track is deducted, and then the 10m chord measuring value limit value caused by the deformation or displacement of the temporary overhead device is obtained; the principle of determining the management value of the static geometric irregularity tolerance of the track is that the total limit value of the static geometric irregularity of the track is determined according to the general speed railway specification and the high speed railway specification, and the management value of the static geometric irregularity tolerance of the temporary overhead line track and the deformation of the overhead device are superposed and then do not exceed the total limit value of the static geometric irregularity of the track.
Description
Technical Field
The invention relates to the technical field of railway traffic, in particular to a method for calculating deformation indexes of temporary overhead lines of a high-speed railway passing at a speed of 80km per hour.
Background
According to the operation practice of high-speed railways in China, the structural state of the ballastless track of the high-speed railway is generally normal, but under the action of long-term train operation load and external environment, the mortar layer is gradually bonded to fail, and the damage of the reinforced concrete supporting layer and the upwarp of the crack of the track slab happen occasionally, so that the geometric shape and position of the track are poor, and therefore the overhead line is required to be renovated. The temporary overhead of the existing line is an important measure for ensuring the normal operation of trains and maintaining the traffic order in the line maintenance process, and the structural deformation index of an overhead device and the static geometric irregularity tolerance management value of a track in the temporary overhead line are the key for ensuring the safe operation of the temporary overhead line.
At present, according to the safety regulation of high-speed railway engineering (trial), when a temporary line is erected by using a track beam, an I-shaped steel beam or a D-shaped construction temporary beam, the maximum allowable speed of a train is 45km/h, and the vertical deflection of the I-shaped steel beam and the D-shaped temporary beam does not exceed 1/400 of the span of the I-shaped steel beam and the D-shaped temporary beam. The rules simultaneously stipulate that in the construction operation of bridges, tunnels and culverts, the train release conditions can be determined according to the examined and approved construction operation design files for the conditions of 'installing or removing the rail beam, the I-steel longitudinal beam, the longitudinal beam of the D-shaped temporary beam, the longitudinal beam of the longitudinal and transverse beam system on the line, removing the cross beam of the D-shaped temporary beam', 'treating the damage of the inverted arch of the tunnel and changing and filling the tunnel bottom', 'and constructing other complex bridges and tunnels influencing the driving safety'. However, the rule only stipulates the speed of the train and the vertical deflection of the overhead equipment, the structural deformation index of the overhead device and the static geometric irregularity tolerance of the track are not specifically stipulated, and with the diversification of the high-speed railway overhead device and the subsequent requirement of the speed increase of the temporary overhead line train, the existing rule shows certain defects and influences the running order of the high-speed rail and the running safety estimation of the overhead line to a certain extent.
Therefore, how to obtain the temporary overhead line deformation control index to meet the requirement of high-speed train passing is a problem that needs to be solved urgently by technical personnel in the field.
Disclosure of Invention
In view of the above, the invention provides a method for calculating a deformation index of a temporary overhead line of a high-speed railway passing at a speed of 80km per hour, which is used for providing a temporary overhead line deformation control standard capable of meeting the speed of 80km per hour for the temporary overhead line of the high-speed railway based on operation safety, and is used for guiding the structural design of a temporary overhead device and the construction and operation of the temporary overhead line so as to ensure the safety of the temporary overhead line.
In order to achieve the purpose, the invention adopts the following technical scheme:
a deformation index calculation method for a temporary overhead line of a high-speed railway passing at a speed of 80km per hour comprises the following steps:
step 1: acquiring a static geometric irregularity allowable deviation management value of a track of a common-speed railway line, and deducting a random irregularity influence value of the track to obtain a 10m chord measuring value limit value caused by deformation or deflection of a temporary overhead device;
step 2: acquiring parameters of an overhead device and the axle weight of an actual operation train, and constructing a static geometric irregularity allowable deviation management value of a temporary overhead line track by combining a static geometric irregularity allowable deviation management value of a track of a common-speed railway and a track of a high-speed railway;
and step 3: in the design stage, the structural design of the overhead device is guided by taking the limit value of the 10m chord measuring value of the deformation or displacement of the overhead device as the deformation index of the overhead device; in the operation stage, performing line geometric alignment management by taking a temporary track static geometric irregularity allowable deviation management value as an overhead line deformation index, detecting the overhead line when the temporary line is erected, acquiring track static geometric alignment parameters, comparing and judging the track static geometric alignment parameters and the overhead line deformation index, and using a judgment result to guide the construction of the temporary overhead line of the high-speed railway; the 10m chord measuring value limit values comprise a high-low chord measuring value limit value, a rail-direction chord measuring value limit value and a horizontal irregularity limit value, the midspan vertical displacement of the temporary overhead device does not exceed the high-low chord measuring value limit value, the midspan transverse displacement of the temporary overhead device does not exceed the rail-direction chord measuring value limit value, and the vertical displacement difference value of two midspan longitudinal beams of the temporary overhead device does not exceed the horizontal irregularity limit value.
Preferably, the temporary overhead line track static geometric irregularity tolerance management values in step 2 include a first speed level limit and a second speed level limit; the first speed grade limit value is 80km/h, the second speed grade limit value is 60km/h, and a first speed grade of 60-80 km/h and a second speed grade of 0-60 km/h are formed; management value parameters of the temporary overhead line track static geometric irregularity tolerance management value comprise a track height irregularity value, a horizontal irregularity value, a track direction irregularity value and a twist irregularity value.
Preferably, step 11: acquiring a static geometric irregularity actual measurement value of a typical common-speed railway track, and performing statistical analysis to obtain a random irregularity 10m chord measurement value of the high-speed railway temporary overhead area track;
step 12: calculating 80km/h according to the static geometric irregularity tolerance management value of the track of the ordinary speed railway line<vmaxObtaining the geometric irregularity total limit value of the temporary overhead line by the mean value of corresponding numerical values in planned maintenance and temporary repair of the main line of less than or equal to 120 km/h;
step 13: and deducting the random irregularity 10m chord length value from the temporary overhead line geometric irregularity total limit value to obtain the 10m chord length value limit value caused by deformation or deflection of the temporary overhead device.
Preferably, the random irregularity 10m chord length measurement value includes a rail irregularity 10m chord length measurement value, a height irregularity chord length measurement value and a horizontal irregularity value, which are respectively a maximum vector value of the rail irregularity 10m chord length measurement value, a maximum vector value of the height irregularity 10m chord length measurement value and a horizontal irregularity value determined by performing statistical analysis on a static geometric irregularity actual measurement value of a typical normal speed railway rail.
Preferably, step 21: selecting v from the management values of the static geometric irregularity tolerance deviation of the track of the ordinary railway trackmaxTaking temporary repair management values corresponding to a positive line and a departure line which are less than or equal to 80km/h as the total limit values of static geometric irregularity of the track of the temporary overhead line of 60-80 km/h, wherein the temporary repair management values comprise the total limit values of height irregularity, horizontal irregularity and the total limit values of axial irregularity; acquiring a management value of the static geometric irregularity allowable deviation of the line track of 200-250 km/h, and setting the total limit value of the distortion irregularity as 10mm/3 m; acquiring parameters of an overhead device and the axle weight of an actual operation train;
step 22: setting the most unfavorable position of the vertical displacement of the span of the overhead device acted by the actual operation train load, calculating the vertical deflection deformation value of the overhead device, deducting the vertical deflection deformation value of the overhead device by the total height irregularity limit value to obtain a height irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the height irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a height irregularity value of a speed grade of 0-60 km/h; setting a relaxation threshold value to be 2 mm;
step 23: setting the position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using the total horizontal irregularity limit value to obtain a horizontal irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the horizontal irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a horizontal irregularity value of the speed grade of 0-60 km/h;
step 24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, deducting the mid-span transverse displacement value of the overhead device by adopting an axial irregularity total limit value to obtain an axial irregularity value of 60-80 km/h speed grade, and simultaneously superposing the axial irregularity value of 60-80 km/h speed grade according to a relaxation threshold value to obtain an axial irregularity value of 0-60 km/h speed grade;
step 25: setting a position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using a total torsional irregularity limit value to obtain a 60-80 km/h speed grade torsional irregularity value, and simultaneously superposing the 60-80 km/h speed grade torsional irregularity value according to a relaxation threshold value to obtain a 0-60 km/h speed grade torsional irregularity value;
step 26: the height irregularity value, the horizontal irregularity value, the rail irregularity value and the twist irregularity value form a temporary overhead line rail static geometry irregularity allowable deviation management value.
According to the technical scheme, compared with the prior art, the invention discloses a method for calculating the deformation index of the temporary overhead line of the high-speed railway passing at the speed of 80km per hour, which is used for calculating and obtaining the limit value of the chord measuring value of the deformation control index of 10m used for guiding the structural design of the overhead device in the design stage and the management value of the static geometric irregularity tolerance deviation of the temporary overhead line in the operation stage. The principle of determining the deformation control index is that on the basis of the static geometric irregularity tolerance deviation management value of the ordinary speed railway track, the influence of the random irregularity of the track is deducted, and then the 10m chord measuring value limit value caused by the deformation or displacement of the temporary overhead device is obtained; the principle for determining the management value of the static geometric irregularity tolerance of the track is that the total limit value of the static geometric irregularity of the track is determined according to the general speed railway specification and the high speed railway specification, the temporary overhead line track static geometric irregularity tolerance management value and the deformation of the overhead device are superposed and then do not exceed the total limit value of the static geometric irregularity of the track, the temporary overhead line track static geometric irregularity total limit value is determined by referring to the track static geometric irregularity tolerance management value in the high speed railway ballastless track line maintenance rule and the general speed railway line maintenance rule, and the temporary overhead line track static geometric irregularity tolerance management value is obtained by deducting the deformation of the overhead device from the total limit value.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of a method for calculating a deformation index of a temporary overhead line of a high-speed railway provided by the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention discloses a method for calculating deformation indexes of temporary overhead lines of a high-speed railway passing at a speed of 80km per hour, which comprises the following steps:
s1: acquiring a static geometric irregularity allowable deviation management value of a track of a common-speed railway line, and deducting a random irregularity influence value of the track to obtain a 10m chord measuring value limit value caused by deformation or deflection of a temporary overhead device;
s11: acquiring a static geometric irregularity measured value of a typical common speed railway track, and performing statistical analysis to obtain a chord measuring value of 10m of irregularity in the rail direction and the height and a horizontal irregularity value; selecting the maximum vector value of a chord measuring value of 10m of the rail irregularity, a chord measuring value of 10m of the height irregularity and a horizontal irregularity value as a random irregularity 10m chord measuring value;
s12: calculating 80km/h according to the static geometric irregularity tolerance management value of the track of the ordinary railway<vmaxObtaining the geometric irregularity total limit value of the temporary overhead line by the mean value of corresponding numerical values in planned maintenance and temporary repair of the main line of less than or equal to 120 km/h;
s13: deducting the random irregularity 10m chord length measurement value by using the temporary overhead line geometric irregularity total limit value to obtain a 10m chord length measurement value limit value caused by deformation or displacement of the temporary overhead device;
s2: acquiring parameters of an overhead device and the axle weight of an actual operation train, and constructing a static geometric irregularity allowable deviation management value of a temporary overhead line track by combining static geometric irregularity allowable deviation management values of a track of a common-speed railway and a track of a high-speed railway, wherein the static geometric irregularity allowable deviation management value of the temporary overhead line track comprises two speed grades of 0-60 km/h and 60-80 km/h, and the management value parameters comprise a track height irregularity value, a horizontal irregularity value, a rail direction irregularity value and a twisting irregularity value;
s21: selecting the allowable deviation management value v of the static geometric irregularity of the track in the general speed railway line repair rulemaxTaking temporary repair management values corresponding to a positive line and a departure line which are less than or equal to 80km/h as the total limit values of static geometric irregularity of the track of the temporary overhead line of 60-80 km/h, wherein the temporary repair management values comprise the total limit values of height irregularity, horizontal irregularity and the total limit values of axial irregularity; setting a total limit value of distortion and irregularity as 10mm/3m according to a management value of static geometric dimension tolerance of a line track of 200-250 km/h in 'maintenance rule of ballastless track line of high-speed railway'; obtaining overhead plant parameters and practicesOperating the axle load of the train;
s22: setting the most unfavorable position of the vertical displacement of the span of the overhead device acted by the actual operation train load, calculating the vertical deflection deformation value of the overhead device, deducting the vertical deflection deformation value of the overhead device by the total height irregularity limit value to obtain a height irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the height irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a height irregularity value of a speed grade of 0-60 km/h; setting a relaxation threshold value to be 2 mm;
s23: setting the position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using the total horizontal irregularity limit value to obtain a horizontal irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the horizontal irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a horizontal irregularity value of the speed grade of 0-60 km/h;
s24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, deducting the mid-span transverse displacement value of the overhead device by adopting an axial irregularity total limit value to obtain an axial irregularity value of 60-80 km/h speed grade, and simultaneously superposing the axial irregularity value of 60-80 km/h speed grade according to a relaxation threshold value to obtain an axial irregularity value of 0-60 km/h speed grade;
s25: setting a position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using a total torsional irregularity limit value to obtain a 60-80 km/h speed grade torsional irregularity value, and simultaneously superposing the 60-80 km/h speed grade torsional irregularity value according to a relaxation threshold value to obtain a 0-60 km/h speed grade torsional irregularity value;
s26: the height irregularity value, the horizontal irregularity value, the rail irregularity value and the twist irregularity value form a temporary overhead line rail static geometry irregularity allowable deviation management value;
s3: in the design stage, the structural design of the overhead device is guided by taking the limit value of the 10m chord measuring value of the deformation or displacement of the overhead device as the deformation index of the overhead device; and in the operation stage, performing line geometric alignment management by taking the temporary line track static geometric irregularity allowable deviation management value as an overhead line deformation index, detecting the overhead line when the temporary line is erected, acquiring track static geometric alignment parameters, comparing and judging the track static geometric alignment parameters and the overhead line deformation index, and using a judgment result to guide the construction of the temporary overhead line of the high-speed railway.
Examples
The deformation control index of the temporary overhead line of the high-speed railway obtained by calculation of the calculation method comprises two parts, namely the deformation control index used for guiding the structural design of the overhead device in the design stage and the static geometric linear tolerance management value of the temporary overhead line track in the operation stage.
Firstly, design phase overhead device deformation control index
The span of the temporary overhead device is set to be about 10m, according to the maintenance rule of ballastless track lines of high-speed railways and the repair rule of ordinary railway lines, the wavelength range of dynamic geometric irregularity management of the track is 1.5-42 m, the dynamic geometric irregularity management of the track is not suitable for track state evaluation of the temporary overhead device area, and the static geometric irregularity management of the track adopts a 10m chord measuring method and can be used for guiding the deformation control of the temporary overhead device with the span of about 10 m.
The random irregularity of the track of the temporary overhead section is influenced by construction, the track state is weaker than that of the high-speed railway under the normal operation condition, but the track state can reach the standard of the ordinary-speed railway under the normal operation condition. Therefore, the principle of determining the temporary overhead device deformation control index is to deduct the influence of random track irregularity on the basis of the allowable deviation management value of the static geometric irregularity of the ordinary railway track and obtain the 10m chord measuring value limit value caused by the deformation or displacement of the temporary overhead device.
And acquiring the static geometric irregularity allowable deviation management value of the track of the ordinary speed railway line, wherein the value is selected from 'ordinary speed railway line repair rule' table 6.2.1-1 as shown in table 1. The statistical analysis is carried out on the static geometric irregularity measured value of the typical ordinary railway track, and the vertical 10m chord length measured value of the random irregularity of the high-speed railway temporary overhead area track is 3.5mm, the vertical 10m chord length measured value is 4.5mm, and the horizontal irregularity value is 5.0 mm.
TABLE 1 static geometric irregularity tolerance management values (concrete sleeper track, mm) for the track of a conventional railway track
Note: firstly, the rail direction deviation and the height deviation are the maximum vector values measured by a chord of 10 m; vmaxThe maximum running speed of the train.
Combining the static geometric irregularity tolerance management value of the ordinary speed railway track in the table 1, the geometric irregularity total limit value of the temporary overhead line is taken as 80km/h<vmaxAnd subtracting the 10m chord length measurement value caused by the deformation or displacement of the temporary overhead device from the total limit value by the mean value of corresponding numerical values in the planned maintenance and temporary repair of the main line of not more than 120km/h, wherein the 10m chord length measurement value is obtained as shown in table 2.
TABLE 2 deformation (deflection) limit of temporary overhead line of high-speed railway at 80km/h
The design of the overhead device can adopt methods such as finite element simulation, theoretical calculation or full-scale model test, the design load should select ZK special live load according to a railway train load diagram (TB/T3466-. According to the influence line, applying ZK special live load according to the worst mid-span vertical displacement of the overhead device, calculating the mid-span vertical displacement of the overhead device, wherein the calculated value does not exceed a chord measuring value 6.0mm/10m for the deformation (displacement) height of the overhead device in the table 2; taking an axle to act on the midspan position of the overhead device under the condition of complete unbalance loading, calculating the vertical displacement difference of two longitudinal beams in the midspan of the overhead device under the condition that the axle weight is 250kN (namely the weight of a ZK special live-load axle), wherein the calculated difference does not exceed the limit value of the deformation (deflection) level of the overhead device in table 2 by 5.0 mm; applying a transverse swinging force of 100kN to the midspan position of the overhead device, calculating the midspan transverse displacement of the overhead device, wherein the transverse displacement value of the transverse displacement value does not exceed the chord measurement value of table 2 for the deformation (displacement) orbit direction of the overhead device by 5.5mm/10 m. The construction of the overhead installation is designed with the above definitions.
Second, management value of static geometric irregularity tolerance deviation of temporary overhead line track in operation stage
In the temporary overhead line operation stage, the vehicle body acceleration value and the track dynamic geometric irregularity value are obtained by detection of a passing train or a detection vehicle, and the detection result already contains the power response of the overhead device, so that the vehicle body acceleration control index and the track dynamic geometric irregularity management value are executed according to the relevant standards.
Before a train passes through, the static geometric irregularity test result of the temporary overhead line does not reflect the possible influence of the deformation of the overhead device, and the deformation can cause the change of the geometric state of the track in the running process, so that a track static geometric irregularity control index suitable for the temporary overhead line needs to be provided.
The principle of determining the allowable deviation management value of the static geometric irregularity of the track of the temporary overhead line is that the allowable deviation management value and the total limit value of the static geometric irregularity of the track are not exceeded after the deformation and the superposition of the overhead device. Because different overhead devices deform differently under the same load, when the total limit value of the static geometric irregularity of the track is equal, the allowable deviation management values of the static geometric irregularity of the track of the temporary line erected by the different overhead devices are different.
Taking a temporary overhead device provided by the patent with the patent number ZL201920556875.8 as an example, the process for determining the static geometric irregularity tolerance management value of the temporary overhead line track is specifically explained, wherein the total length of a steel pad beam of the temporary overhead device is about 6300mm, the span is about 5200mm, a hole steel pad beam just can replace a II-type track plate, and the transverse center line and the longitudinal center line of the steel pad beam are respectively superposed with the transverse center line and the longitudinal center line of the replaced track plate. The steel pad beam consists of two longitudinal beams, two middle cross beams and two end cross beams, wherein the two middle cross beams and the two end cross beams are positioned between the two longitudinal beams; the end cross beams and the middle cross beams are respectively arranged perpendicular to the longitudinal beams. The top of the longitudinal beam is provided with a plurality of fasteners for locking the steel rail and the longitudinal beam; the bottoms of the two ends of the two longitudinal beams are supported on the track concrete supporting layer through the supports, and a certain construction space is formed within the span range of the beam body. The inner side and the outer side of the end parts of the two longitudinal beams are respectively provided with a limiting device; the longitudinal beam is a box-shaped beam and comprises an upper flange plate, a lower flange plate, a web plate and a stiffening plate arranged between the upper flange plate, the lower flange plate and the web plate, the sections of the upper flange plate and the lower flange plate of the longitudinal beam are both wide in the middle and narrow at two ends along the longitudinal direction, the sections of the two web plates are kept unchanged, the section sizes of the upper flange plate and the lower flange plate at about 972mm sections at two ends of the beam are both 530mm multiplied by 30mm, the section sizes of the upper flange plate and the lower flange plate at about 4240mm sections in the middle of the beam are 730mm multiplied by 30mm, the sections with different sizes are in linear transition, the section sizes of the two web plates of the longitudinal beam are kept unchanged and are 190mm multiplied by 24mm, bolt holes are arranged at two ends of the transverse beam, and the length of the transverse beam at one end is; the middle beam is about 956mm long and about 220mm high.
In order to guarantee the operation safety of the temporary overhead line and consider the possibility of accelerating the subsequent train, the invention provides the static geometric irregularity allowable deviation management value of the temporary overhead line track according to two speed grades of 0-60 km/h and 60-80 km/h.
The change of the track gauge in the temporary overhead line is mainly caused by the on-site construction quality, vibration impact in construction and the like, and is not mainly influenced by live load or transverse swinging force of the train, so that the track gauge change caused by the deformation of the overhead device is +/-1.0 mm by considering a certain safety margin. The following rail height, level, rail direction and twist irregularity determination processes:
selecting v in the management value of the static geometric irregularity tolerance deviation of the track of the ordinary speed railway line shown in the table 1maxAnd taking temporary repair management values corresponding to the main line and the arrival line of not more than 80km/h as the total limit value of the static geometric irregularity of the track of the temporary overhead line of 60-80 km/h. And selecting a total distortion limit value of 10mm/3m by referring to a management value of the static geometric dimension tolerance deviation of the ballastless track line maintenance rule of the high-speed railway of 200-250 km/h line track.
(1) Determining the height irregularity: the overhead device establishes a temporary overhead line finite element model based on ABAQUS, and the model comprises a steel rail, a fastener, a steel pad beam and a support. The size of the steel backing beam is consistent with the design size, the beam body is made of Q345qC steel, and the density of the steel backing beam is 7.85g/cm3Elastic modulus 210MPa, Poisson's ratio 0.3. The steel rail is 60kg/m type steel rail, a connecting fastener between the steel rail and the steel pad beam is simulated by a spring, and the rigidity of the spring is 25 kN/mm. The size of the support is consistent with the design size, and the rigidity of the rubber bearing plate in the support is 2500 kN/mm. The load selects live load of an actual operation train CRH3 train, the axle weight is 17t, and the load applying mode loads the most unfavorable position of vertical displacement in the steel pad beam span according to the influence line. And calculating by using a finite element model, wherein the vertical deflection and the support compression are obtained by calculating according to the finite element, the vertical deflection in the midspan is obtained by adding the vertical deflection and the support compression and multiplying the power coefficient by the vertical deflection in the midspan, and according to the calculation, the vertical deflection in the midspan of the steel mat beam is 2.5mm, the support compression is 0.5mm, the power coefficient is 2.0, and the vertical deflection in the midspan is 6.0 mm. After the total height irregularity limit value is 19mm minus the vertical deflection deformation of the steel pad beam by 6.0mm, the allowable height irregularity deviation management value of 60-80 km/h is 13.0mm, and the allowable height irregularity deviation management value of 0-60 km/h is 15.0mm when the allowable height irregularity deviation management value is widened by 2mm according to the allowable value of 60-80 km/h.
(2) Horizontal irregularity determination: the same finite element model as described above was used. The load adopts an axle of a CRH3 train, the axle weight is 17t, the load application considers the complete unbalance loading of the CRH3 train, namely the axle weight of 17t is completely applied to one side steel rail, and the load acts on the midspan position of the steel pad beam. According to calculation, the maximum value of the vertical deflection difference of the two longitudinal beams under the complete unbalance loading working condition is 3.665mm, a certain safety factor is considered, and v is takenmaxThe vertical deflection difference of the two longitudinal beams of the steel pad beam is 4.0mm under the condition of less than or equal to 80 km/h. After the maximum value of the vertical deflection difference of the two longitudinal beams is deducted from the total horizontal irregularity limit value of 17mm, the allowable horizontal irregularity deviation management value of the speed grade of 60-80 km/h is 13.0mm, and the allowable horizontal irregularity limit value of 0-60 km/h is 15.0mm when the allowable horizontal irregularity deviation management value of the speed grade of 0-60 km/h is widened by 2mm according to the allowable value of 60-80 km/h.
(3) Determination of rail irregularity: by adopting the same finite element model, the load is 100kN of transverse swinging force, and the load is applied to the steel pad beamA mid-span position. According to calculation, the transverse displacement of the steel pad beam span is 0.27mm, and the total transverse displacement of the steel pad beam span is 2.27mm on the assumption that the limiting part of the end part of the overhead device allows a 2mm transverse gap (the transverse gap is determined according to field construction experience). Taking v into consideration of certain safety factormaxThe transverse displacement of the steel pad beam in the span is 3.0mm under the condition of less than or equal to 80 km/h. After the total limit value of the rail-direction irregularity is 15mm and the transverse displacement value of the steel pad beam span is 3.0mm, the allowable deviation management value of the rail-direction irregularity at the speed grade of 60-80 km/h is 12.0mm, and the allowable value of the grade of 0-60 km/h is 13.0mm when the allowable value of the grade of 0-60 km/h is 1mm wider according to the allowable value of 60-80 km/h.
(4) Determining the distortion irregularity: the same finite element model as described above was used. The load adopts an axle of a CRH3 train, the axle weight is 17t, the load application considers the complete unbalance loading of the CRH3 train, namely the axle weight of 17t is completely applied to one side steel rail, and the load acts on the midspan position of the steel pad beam. According to calculation, the maximum value of the vertical deflection difference of the two longitudinal beams under the complete unbalance loading working condition is 3.665mm, a certain safety factor is considered, and v is takenmaxThe vertical deflection difference of the two longitudinal beams of the steel pad beam is 4.0mm under the condition of less than or equal to 80 km/h. After the maximum value of the vertical deflection difference of the two longitudinal beams is deducted from the total value of the torsional irregularity by 10mm, the allowable deviation management value of the horizontal irregularity at the speed grade of 60-80 km/h is 6.0mm, and the allowable value at the speed grade of 0-60 km/h is 8.0mm when the allowable value at the speed grade of 60-80 km/h is widened by 2 mm.
When the temporary line is erected by adopting the overhead device, the management value of the static geometric irregularity tolerance of the track is shown in table 3, after the construction of the temporary overhead line is completed, a special instrument is adopted to test the static geometric irregularity of the track, and each measured value is not greater than each test item tolerance management value of the corresponding speed grade in table 3.
TABLE 3 management values for static geometric irregularity tolerances of temporary overhead line tracks
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (5)
1. A method for calculating deformation indexes of temporary overhead lines of high-speed railways passing at a speed of 80km per hour is characterized by comprising the following steps:
step 1: acquiring a static geometric irregularity allowable deviation management value of a track of a common-speed railway line, and deducting a random irregularity influence value of the track to obtain a 10m chord measuring value limit value caused by deformation or deflection of a temporary overhead device;
step 2: acquiring parameters of an overhead device and the axle weight of an actual operation train, and constructing a static geometric irregularity allowable deviation management value of a temporary overhead line track by combining a static geometric irregularity allowable deviation management value of a track of a common-speed railway and a track of a high-speed railway;
and step 3: taking the limit value of the 10m chord measuring value of the deformation or the deflection of the overhead device as the deformation index of the overhead device; the method comprises the steps of taking a temporary overhead line track static geometric irregularity tolerance management value as an overhead line deformation index, detecting an overhead line when the temporary line is erected, collecting track static geometric linear parameters, comparing and judging the track static geometric linear parameters and the overhead line deformation index, and using a judgment result to guide the construction of the temporary overhead line of the high-speed railway.
2. The method for calculating the deformation index of the temporary overhead line of the high-speed railway for 80km traffic at the speed per hour according to the claim 1, wherein the management value of the static geometric irregularity tolerance of the track of the temporary overhead line in the step 2 comprises a first speed grade limit value and a second speed grade limit value; the first speed grade limit value is 80km/h, the second speed grade limit value is 60km/h, and a first speed grade of 60-80 km/h and a second speed grade of 0-60 km/h are formed; management value parameters of the temporary overhead line track static geometric irregularity tolerance management value comprise a track height irregularity value, a horizontal irregularity value, a track direction irregularity value and a twist irregularity value.
3. The method for calculating the deformation index of the temporary overhead line of the high-speed railway running at the speed of 80km per hour according to the claim 2, wherein the step 1 comprises the following specific steps:
step 11: acquiring a static geometric irregularity actual measurement value of a typical common-speed railway track, and performing statistical analysis to obtain a random irregularity 10m chord measurement value of the high-speed railway temporary overhead area track;
step 12: calculating 80km/h according to the static geometric irregularity tolerance management value of the track of the ordinary speed railway line<vmaxObtaining the geometric irregularity total limit value of the temporary overhead line by the mean value of corresponding numerical values in planned maintenance and temporary repair of the main line of less than or equal to 120 km/h;
step 13: and deducting the random irregularity 10m chord length value from the temporary overhead line geometric irregularity total limit value to obtain the 10m chord length value limit value caused by deformation or deflection of the temporary overhead device.
4. The method as claimed in claim 3, wherein the random irregularity 10m chord length measurement includes a track irregularity chord length measurement, a height irregularity chord length measurement and a horizontal irregularity value, which are respectively the maximum vector value of the track irregularity 10m chord length measurement, the maximum vector value of the height irregularity 10m chord length measurement and the horizontal irregularity value determined by the statistical analysis of the static geometric irregularity measured values of the typical ordinary railway track.
5. The method for calculating the deformation index of the temporary overhead line of the high-speed railway running at the speed of 80km per hour according to the claim 2, wherein the step 2 comprises the following specific steps:
step 21: selecting v from the management values of the static geometric irregularity tolerance deviation of the track of the ordinary railway trackmaxTaking temporary repair management values corresponding to a positive line and a departure line which are less than or equal to 80km/h as the total limit values of static geometric irregularity of the track of the temporary overhead line of 60-80 km/h, wherein the temporary repair management values comprise the total limit values of height irregularity, horizontal irregularity and the total limit values of axial irregularity; acquiring a management value of the static geometric irregularity allowable deviation of the line track of 200-250 km/h, and setting the total limit value of the distortion irregularity as 10mm/3 m; acquiring parameters of an overhead device and the axle weight of an actual operation train;
step 22: setting the most unfavorable position of the vertical displacement of the span of the overhead device acted by the actual operation train load, calculating the vertical deflection deformation value of the overhead device, deducting the vertical deflection deformation value of the overhead device by the total height irregularity limit value to obtain a height irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the height irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a height irregularity value of a speed grade of 0-60 km/h;
step 23: setting the position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using the total horizontal irregularity limit value to obtain a horizontal irregularity value of a speed grade of 60-80 km/h, and simultaneously superposing the horizontal irregularity value of the speed grade of 60-80 km/h according to a relaxation threshold value to obtain a horizontal irregularity value of the speed grade of 0-60 km/h;
step 24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, deducting the mid-span transverse displacement value of the overhead device by adopting an axial irregularity total limit value to obtain an axial irregularity value of 60-80 km/h speed grade, and simultaneously superposing the axial irregularity value of 60-80 km/h speed grade according to a relaxation threshold value to obtain an axial irregularity value of 0-60 km/h speed grade;
step 25: setting a position of a single axle of an actual operation train, which is completely unbalanced and acts on the midspan position of the overhead device, calculating the maximum vertical deflection difference of the lower longitudinal beams of the two steel rails, deducting the maximum vertical deflection difference of the two longitudinal beams by using a total torsional irregularity limit value to obtain a 60-80 km/h speed grade torsional irregularity value, and adding the 60-80 km/h speed grade torsional irregularity value according to a relaxation threshold value to obtain a 0-60 km/h speed grade torsional irregularity value;
step 26: the height irregularity value, the horizontal irregularity value, the rail irregularity value and the twist irregularity value form a temporary overhead line rail static geometry irregularity allowable deviation management value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110384082.4A CN113111554B (en) | 2021-04-09 | 2021-04-09 | Deformation index calculation method for temporary overhead line of high-speed railway passing 80km per hour |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110384082.4A CN113111554B (en) | 2021-04-09 | 2021-04-09 | Deformation index calculation method for temporary overhead line of high-speed railway passing 80km per hour |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113111554A true CN113111554A (en) | 2021-07-13 |
| CN113111554B CN113111554B (en) | 2024-03-08 |
Family
ID=76715339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110384082.4A Active CN113111554B (en) | 2021-04-09 | 2021-04-09 | Deformation index calculation method for temporary overhead line of high-speed railway passing 80km per hour |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113111554B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113609565A (en) * | 2021-08-16 | 2021-11-05 | 中国铁道科学研究院集团有限公司 | Acceptance method and device for static long-wave irregularity of railway bridge track |
| CN114818083A (en) * | 2022-05-19 | 2022-07-29 | 中铁大桥勘测设计院集团有限公司 | Method for determining height of railway track in rail direction |
| CN116367079A (en) * | 2023-05-30 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Driving license information transmission method, device, equipment and storage medium |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009300397A (en) * | 2008-06-17 | 2009-12-24 | Central Japan Railway Co | Track deviation inspecting/measuring apparatus and track deviation inspecting/measuring method |
| CN105157624A (en) * | 2015-05-20 | 2015-12-16 | 湖南大学 | Combined chord measurement method for longitudinal irregularity of steel rail |
| CN105908583A (en) * | 2016-04-22 | 2016-08-31 | 北京瑞威世纪岩土工程有限公司 | System for replacing tunnel ballast track bed with ballastless track under non-interruption traveling condition |
| CN108592853A (en) * | 2018-04-09 | 2018-09-28 | 中国铁道科学研究院 | Track plates arch upward position identifying method, device, storage medium and equipment |
| CN109117536A (en) * | 2018-07-31 | 2019-01-01 | 西南交通大学 | The detection method of track irregularity evaluation parameter |
| CN109183530A (en) * | 2018-09-29 | 2019-01-11 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | A kind of interim overhead device of route for non-fragment orbit Disease Treatment and method |
-
2021
- 2021-04-09 CN CN202110384082.4A patent/CN113111554B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009300397A (en) * | 2008-06-17 | 2009-12-24 | Central Japan Railway Co | Track deviation inspecting/measuring apparatus and track deviation inspecting/measuring method |
| CN105157624A (en) * | 2015-05-20 | 2015-12-16 | 湖南大学 | Combined chord measurement method for longitudinal irregularity of steel rail |
| CN105908583A (en) * | 2016-04-22 | 2016-08-31 | 北京瑞威世纪岩土工程有限公司 | System for replacing tunnel ballast track bed with ballastless track under non-interruption traveling condition |
| CN108592853A (en) * | 2018-04-09 | 2018-09-28 | 中国铁道科学研究院 | Track plates arch upward position identifying method, device, storage medium and equipment |
| CN109117536A (en) * | 2018-07-31 | 2019-01-01 | 西南交通大学 | The detection method of track irregularity evaluation parameter |
| CN109183530A (en) * | 2018-09-29 | 2019-01-11 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | A kind of interim overhead device of route for non-fragment orbit Disease Treatment and method |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113609565A (en) * | 2021-08-16 | 2021-11-05 | 中国铁道科学研究院集团有限公司 | Acceptance method and device for static long-wave irregularity of railway bridge track |
| CN113609565B (en) * | 2021-08-16 | 2024-04-16 | 中国铁道科学研究院集团有限公司 | Acceptance method and device for static long wave irregularity of railway bridge track |
| CN114818083A (en) * | 2022-05-19 | 2022-07-29 | 中铁大桥勘测设计院集团有限公司 | Method for determining height of railway track in rail direction |
| CN114818083B (en) * | 2022-05-19 | 2024-02-02 | 中铁大桥勘测设计院集团有限公司 | Method for determining track direction and height of railway track |
| CN116367079A (en) * | 2023-05-30 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Driving license information transmission method, device, equipment and storage medium |
| CN116367079B (en) * | 2023-05-30 | 2023-08-18 | 北京全路通信信号研究设计院集团有限公司 | Driving license information transmission method, device, equipment and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113111554B (en) | 2024-03-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113111554B (en) | Deformation index calculation method for temporary overhead line of high-speed railway passing 80km per hour | |
| Spyrakos et al. | Condition assessment and retrofit of a historic steel-truss railway bridge | |
| Jiang et al. | Dynamic performance evaluation of ballastless track in high-speed railways under subgrade differential settlement | |
| Ermopoulos et al. | Validated analysis and strengthening of a 19th century railway bridge | |
| Sañudo et al. | Analysis of the influence of support positions in transition zones. A numerical analysis | |
| Namura et al. | Evaluation of countermeasures against differential settlement at track transitions | |
| Zhang et al. | Long-term evolution mechanism of the rail weld irregularity in metro lines based on the wear theory | |
| Ataei et al. | Dynamic load testing of a railway masonry arch bridge: A case study of Babak Bridge | |
| Murray et al. | Ultimate limit states design of concrete railway sleepers | |
| Tajalli et al. | Numerical-experimental study of contact-impact forces in the vicinity of a rail breakage | |
| Khajehdezfuly et al. | Effect of track flexibility on fatigue life of railway concrete slab track | |
| Šestaková et al. | Degradation-prediction models of the railway track quality | |
| CN113239481A (en) | Dynamic deflection monitoring method for standard simply supported beam of 32-meter high-speed rail | |
| Sarikavak et al. | Dynamic wheel/rail interactions for high-speed trains on a ballasted track | |
| Sadeghi | New advances in analysis and design of railway track system | |
| Alencar et al. | Fatigue assessment of approach viaducts of the new Sado River railway crossing | |
| Baniček et al. | Development of a new and modification of existing elastic clips for rails fastening | |
| Kużawa et al. | Influence of Permanent Deflections on The Vibrations of Bridge Spans in Operating Conditions | |
| Liu et al. | Field Test and Numerical Analysis of In‐Service Railway Bridge | |
| González et al. | Safety assessment of underground vehicles passing over highly resilient straight track in the presence of a broken rail | |
| Khan et al. | Field measured dynamic effects and load distribution in a prestressed concrete light rail bridge | |
| Cheng et al. | Bearing Repair and Monitoring for Poyanghu Cable‐Stayed Bridge | |
| Wu et al. | Distributed stiffness assessment of bridges based on macro-strain envelope curve under moving trainloads | |
| Mensinger et al. | Validation of the dynamic amplification factor in case of historic railway steel bridges with short and medium spans | |
| Delgado et al. | Bridge-vehicles dynamic interaction: numerical modelling and practical applications |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |