CN113124998B - Rail rigidity time-frequency measurement method based on P2 force vibration - Google Patents
Rail rigidity time-frequency measurement method based on P2 force vibration Download PDFInfo
- Publication number
- CN113124998B CN113124998B CN202110324642.7A CN202110324642A CN113124998B CN 113124998 B CN113124998 B CN 113124998B CN 202110324642 A CN202110324642 A CN 202110324642A CN 113124998 B CN113124998 B CN 113124998B
- Authority
- CN
- China
- Prior art keywords
- frequency
- time
- vertical acceleration
- system resonance
- resonance frequency
- 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.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H13/00—Measuring resonant frequency
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H17/00—Measuring mechanical vibrations or ultrasonic, sonic or infrasonic waves, not provided for in the preceding groups
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Force Measurement Appropriate To Specific Purposes (AREA)
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
Abstract
The invention discloses a P2 force vibration-based track stiffness time-frequency measurement method, which comprises the following steps: vertical acceleration a of axle box is collected through acceleration sensor installed on vehicle cc (t); acquiring a running speed v (t) by a speed detection device mounted on a vehicle; step two: according to the vertical acceleration a cc (t), performing time-frequency analysis by using a Hilbert-Huang transform method, and fitting to obtain a system resonance frequency f p2 (t); obtaining driving mileage s (t) according to the driving speed v (t); according to the system resonance frequency f p2 (t) and the driving range s (t) to obtain a system resonance frequency graph f based on the driving range p2 (s); step three: according to the graph f p2 (s) plotting track stiffness versus mileage curve k p2 (s). Compared with other methods, the method has the advantages that the measuring equipment is directly arranged on the vehicle, the measuring equipment is simple and convenient to install, the track rigidity can be detected in real time, the measuring speed is high, and the method can be widely applied to the field of track rigidity detection.
Description
Technical Field
The invention relates to the technical field of track rigidity detection, in particular to a P2 force vibration-based track rigidity time-frequency measurement method.
Background
The rail rigidity refers to the ratio (kN/mm) between the exciting force applied to the rail surface of the steel rail and the deformation generated after the rail surface of the steel rail is applied with the exciting force. The track rigidity is one of important factors influencing track load, structural vibration and wheel-rail interaction, and particularly for a high-speed railway, the dynamic characteristic of the track can be greatly optimized by a reasonable track rigidity value.
A plurality of research institutions at home and abroad analyze and design the rail rigidity measuring method, and form a plurality of patents for measuring the rail rigidity.
Chinese patent ZL201210472392.2 discloses a method for testing dynamic stiffness, which includes applying an excitation force within a preset frequency range to a track to obtain time domain signal data of the applied excitation force F, track vibration acceleration a and frequency F, using inverse fourier transform to obtain a time domain signal of displacement X, and further obtaining a corresponding relation between dynamic stiffness Z and frequency F by combining a calculation formula Z of dynamic stiffness Z as F/X, that is, a broadband dynamic stiffness.
In addition, in order to overcome the defects of single-point measurement and data dispersion in patent ZL201210472392.2, chinese patent ZL201310115762.1 discloses a dynamic detection method for track stiffness, which respectively enables an initial load and a detected load to move on a track section, measures the corresponding displacement of the track at the same position twice under different load sizes in real time, and calculates the ratio of the difference between the loads and the difference between the displacements to obtain the track stiffness. The method can continuously detect the track rigidity of the line when the vehicle runs, and obviously improves the convenience and the rapidity of detection.
Patent ZL201410353102.1 discloses a rail rigidity rapid measurement method based on steel rail deformation speed, which includes introducing a steel rail deflection line equation set, combining the running speed of a measurement carrier and the vertical deformation speed of a plurality of points on a steel rail deflection line to obtain deflection line parameters, further calculating to obtain the maximum deflection of the steel rail, and combining the pressure load of wheels to obtain the rail rigidity. The method dynamically acquires data and is not influenced by the irregularity of the track.
Chinese patent ZL201810078351.2 discloses a method for detecting rigidity of an under-rail base plate based on vertical vibration characteristics of a steel rail. The method has the advantages of no influence on the stability of the track structure in the detection process, simple operation and high reliability.
The rail rigidity measuring method disclosed by the patent mainly comprises static discrete measurement and dynamic measurement, although the rail rigidity can be measured, the static method cannot meet the requirement of high-speed measurement, and the dynamic measurement often needs to be provided with special equipment and is not suitable for large-scale application.
Disclosure of Invention
The invention aims to: aiming at the problems in the prior art, the rail stiffness time-frequency measurement method based on the P2 force vibration is provided, the rail stiffness can be detected at any time, the measurement speed is high, the measurement equipment is simple, the method can be installed on an operating vehicle, and compared with the methods provided by other patents, the method can be widely applied.
In order to achieve the purpose, the invention adopts the technical scheme that:
a rail rigidity time-frequency measurement method based on P2 force vibration is used for measuring the change condition of rail rigidity in different position sections, and comprises the following steps:
the method comprises the following steps: vertical acceleration a of axle box is collected by acceleration sensor installed on vehicle cc (t); acquiring a running speed v (t) by a speed detection device mounted on a vehicle, wherein t is time;
step two: according to the vertical acceleration a cc (t), performing time-frequency analysis by using a Hilbert-Huang transform method, and fitting to obtain a system resonance frequency f p2 (t); obtaining driving mileage s (t) according to the driving speed v (t); according to the system resonance frequency f p2 (t) and the driving range s (t) to obtain a system resonance frequency graph f based on the driving range p2 (s)；
Step three: according to the graph f p2 (s) plotting track stiffness versus mileage curve k p2 (s) wherein: k is a radical of formula p2 (t)＝f p2 (t) 2 (M w +M a +ma)-k 1 ，
In the formula, k p2 (t) track stiffness, M w For wheel set mass, M a The axle box mass, m is the mass of the rail per linear meter, a is the mass coefficient, k 1 Is a spring rate.
As a preferred scheme of the present invention, the second step of performing time-frequency analysis by using a Hilbert-Huang transform method includes:
using empirical mode decomposition method to convert the vertical acceleration a cc (t) decomposing into inherent mode functions with single-component characteristics, and then carrying out Hilbert transformation to obtain the vertical acceleration a cc (t) in the analytic form, superposing the time frequency spectrum of each inherent modal function into the vertical acceleration a cc (τ) time-frequency-energy distribution a cc (f, t), f is frequency.
As a preferred embodiment of the invention, the system is based on the known system resonance frequency f 0 At said vertical acceleration a cc (t) time-frequency-energy distribution a cc (f, t) a frequency band is marked out, and the minimum value of the frequency band is f 0 Δ f, maximum value f 0 + Δ f, Δ f is a given frequency range, the known system resonance frequency
In the formula, k 0 In order to be aware of the stiffness of the rail,
in said frequency band, the vertical acceleration energy is recordedIs a cc (f 0 +/-delta f, t), and identifying and extracting n is a positive integer at the moment of nxdelta t by taking delta t as a time interval, wherein the vertical acceleration energy a cc (f 0 Δ f, t) reaches a maximum value a ccmax (f 0 At ± Δ f, t), the corresponding frequency f max (n×Δt)；
According to said frequency f max Mapping the (n multiplied by delta t) and the time n multiplied by delta t, and drawing a scatter diagram of the frequency f (n multiplied by delta t) based on the time n multiplied by delta t; fitting out the system resonance frequency f according to the scatter diagram p2 (t)。
As a preferred embodiment of the present invention, the system resonance frequency f is obtained by fitting p2 The method of (t) includes least squares fitting, polynomial fitting, and orthogonal polynomial fitting.
As a preferable aspect of the present invention, the acceleration sensor is provided outside a pedestal cover of the axle box.
As a preferable scheme of the present invention, the acceleration sensor is connected to a data acquisition device, and the data acquisition device acquires the vertical acceleration a cc (t) the data are transmitted to a computing device, the speed detection device transmits the data of the driving speed v (t) to the computing device, and the computing device carries out data processing calculation.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
compared with other methods, the method has the advantages that the measuring equipment is directly arranged on the vehicle, the measuring equipment is simple and convenient to install, the track rigidity can be detected in real time, the measuring speed is high, and the method can be widely applied to the field of track rigidity detection.
Drawings
Fig. 1 is a schematic diagram of a measurement system composed of a test vehicle and an acceleration sensor according to an embodiment of the present invention.
FIG. 2 is a diagram of an equivalent single degree of freedom model according to an embodiment of the present invention.
Fig. 3 is a schematic flow chart of a track stiffness measurement testing method according to an embodiment of the present invention.
Icon: 1. the track comprises an upper spring part, 2, a spring, 3, a wheel pair, 4, an axle box, 5, an acceleration sensor, 6, a steel rail, 7, an equivalent spring of a lower bearing part of the steel rail, 8, a track bed, 9, a first constraint surface, 10, an equivalent mass, 11, an equivalent spring and 12, a second constraint surface.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Example 1
A rail rigidity time-frequency measurement method based on P2 force vibration is used for measuring the change condition of rail rigidity in different position sections, and comprises the following steps:
arranging a measuring device on a vehicle, wherein the measuring device comprises an acceleration sensor 5 and a speed detection device, the acceleration sensor 5 is arranged on the outer side of a shaft box cover of a vehicle shaft box 4, the speed detection device is arranged on the vehicle, and a data acquisition device acquires the vertical acceleration a of the shaft box through the acceleration sensor 5 cc (t), the speed detection device collects the vehicle running speed v (t), then respectively transmits the vehicle running speed v (t) to the calculation equipment, and the vertical acceleration a is measured through the calculation equipment cc (t) and the vehicle running speed v (t) are analyzed and calculated, and then the change conditions of the track rigidity in different position sections can be obtained.
As shown in fig. 1-2, the present invention is to make a measurement system equivalent to a single degree of freedom system, to make an upper part 1 (including a car body, a bogie frame, its accessory parts, etc.) of a series of springs equivalent to a first constraint surface 9, to make a wheel pair 3, an axle box 4, and a steel rail 6 equivalent to an equivalent mass 10, to make a steel rail 6 and a lower support part equivalent to an equivalent spring 11, to make a track bed 8 equivalent to a second constraint surface 12, and to connect the first constraint surface 9 and the equivalent mass 10 with a series of springs 2.
According to the single degree of freedom model, the steel rail stiffness can be calculated according to the following formula:
k p2 (t)＝f p2 (t) 2 (M w +M a +ma)-k 1 ，
in the formula, k p2 (t) track stiffness, f p2 (t) is the system resonance frequency, M w For wheel set mass, M a The axle box mass, m is the mass of the rail per linear meter, a is the mass coefficient, k 1 Is a spring rate.
Fig. 3 is a schematic flow chart of a track stiffness measurement testing method applied to a track stiffness measurement system according to a preferred embodiment of the invention. The specific process and steps of the rail dynamic stiffness test method shown in fig. 3 are described in detail below.
In an embodiment of the present invention, the track stiffness measurement method includes the following steps:
step S1: running a test vehicle on a test track, starting an acceleration sensor, and acquiring vertical acceleration data a of an axle box in real time cc (t), combining the test vehicle with a speed detection device to obtain the vehicle running speed v (t), wherein t is time.
In this embodiment, the test vehicle is a general railway operation vehicle with a speed detection device, and the acquired running speed v (t) can be provided to the track stiffness measurement system.
Step S2: and obtaining the vehicle driving mileage s (t) according to the vehicle driving speed v (t).
In this embodiment, the vehicle mileage s (t) can be calculated by the following formula:
step S3: for vertical acceleration data a cc (t) performing time-frequency analysis by using a Hilbert-Huang transform method to obtain vertical acceleration a cc (t) time-frequency-energy distribution a cc (f, t), f is frequency.
In this embodiment, the vertical acceleration a is obtained by using the Hilbert-Huang transform method cc (t) time-frequency-energy distribution a cc The step of (f, t) is: decomposition method using empirical modeNormal acceleration data a by law (EMD) cc (t) decomposing into Intrinsic Mode Functions (IMF) with single-component characteristics, and performing Hilbert transformation on the Intrinsic Mode Functions (IMF) to obtain the vertical acceleration data a cc (t) analyzing the form, simultaneously obtaining the instantaneous frequency with definite physical significance, and finally superposing the time frequency spectrum of each inherent modal function into the vertical acceleration data a cc (t) time-frequency-energy distribution a cc (f，t)。
Step S4: based on the known system resonance frequency f 0 At the vertical acceleration a cc (t) time-frequency-energy distribution a cc (f, t) a frequency band is marked out, and the minimum value of the frequency band is f 0 Δ f, maximum value f 0 + Δ f, Δ f is a given frequency range, the known system resonance frequency
In the formula, k 0 Known as track stiffness.
Step S5: in the frequency band, the vertical acceleration energy is recorded as a cc (f 0 +/-delta f, t), and identifying and extracting n is a positive integer at the moment of nxdelta t by taking delta t as a time interval, wherein the vertical acceleration energy a cc (f 0 Δ f, t) reaches a maximum value a ccmax (f 0 At ± Δ f, t), the corresponding frequency f max (n×Δt)；
Step S6: according to said frequency f max (nxΔ t) and time nxΔ t, and drawing a scatter diagram of the frequency f (nxΔ t) based on the time nxΔ t;
step S7: fitting the system resonance frequency f (n multiplied by delta t) according to a scatter diagram of the frequency f (n multiplied by delta t) based on the time n multiplied by delta t p2 (t)。
In this embodiment, the system resonant frequency f is obtained by fitting p2 The method of (t) includes least squares fitting, polynomial fitting, and orthogonal polynomial fitting.
Step S8: according to the system resonance frequency f p2 (t) and the driving range s (t) to obtain a system resonance frequency driving range-based curve graph f p2 (s)；
Step S9: according to the graph f p2 (s), and a system resonance frequency f p2 (t) and track stiffness k p2 (t) plotting a graph k of track stiffness based on mileage p2 (s) wherein: k is a radical of p2 (t)＝f p2 (t) 2 (M w +M a +ma)-k 1 ，
In the formula, k p2 (t) track stiffness, M w For wheel set mass, M a The axle box mass, m is the mass of the rail per linear meter, a is the mass coefficient, k 1 Is a spring rate.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (4)
1. A rail rigidity time-frequency measurement method based on P2 force vibration is characterized by comprising the following steps:
the method comprises the following steps: vertical acceleration a of axle box is collected through acceleration sensor installed on vehicle cc (t); acquiring a running speed v (t) by a speed detection device mounted on a vehicle, wherein t is time;
step two: according to the vertical acceleration a cc (t), performing time-frequency analysis by using a Hilbert-Huang transform method, and fitting to obtain a system resonance frequency f p2 (t); obtaining driving mileage s (t) according to the driving speed v (t); according to the system resonance frequency f p2 (t) and the driving range s (t) to obtain a system resonance frequency graph f based on the driving range p2 (s)；
Step three: according to the graph f p2 (s) plotting track stiffness versus mileage curve k p2 (s) wherein: k is a radical of p2 (t)＝f p2 (t) 2 (M w +M a +ma)-k 1 ，
In the formula, k p2 (t) track stiffness, M w For wheel set mass, M a M is axle box massThe mass of each linear meter of the steel rail, a is the mass coefficient, k 1 Is a spring rate;
the second step of performing time-frequency analysis by adopting a Hilbert-Huang transform method comprises the following steps:
using empirical mode decomposition method to convert the vertical acceleration a cc (t) decomposing into inherent mode functions with single-component characteristics, and then carrying out Hilbert transformation to obtain the vertical acceleration a cc (t) in the analytic form, superposing the time frequency spectrum of each inherent modal function into the vertical acceleration a cc (t) time-frequency-energy distribution a cc (f, t), f is frequency;
based on the known system resonance frequency f 0 At the vertical acceleration a cc (t) time-frequency-energy distribution a cc (f, t) a frequency band is marked out, and the minimum value of the frequency band is f 0 Δ f, maximum value f 0 + Δ f, Δ f is a given frequency range, the known system resonance frequency
In the formula, k 0 In order to be aware of the stiffness of the rail,
in the frequency band, the vertical acceleration energy is recorded as a cc (f 0 +/-delta f, t), identifying and extracting n is a positive integer at the moment of n multiplied by delta t by taking delta t as a time interval, wherein the energy a of the vertical acceleration cc (f 0 Δ f, t) reaches a maximum value a ccmax (f 0 At ± Δ f, t), the corresponding frequency f max (n×Δt)；
According to said frequency f max (nxΔ t) and time nxΔ t, and drawing a scatter diagram of the frequency f (nxΔ t) based on the time nxΔ t; fitting out the system resonance frequency f according to the scatter diagram p2 (t)。
2. The P2 force vibration-based rail stiffness time-frequency measurement method according to claim 1, wherein the system resonance frequency f is fitted p2 (t) methods include least squares fitting, polynomial fitting and orthogonal polynomial fitting。
3. The P2 force vibration-based rail stiffness time-frequency measurement method according to any one of claims 1-2, wherein the acceleration sensor is disposed outside a pedestal cover of the pedestal box.
4. The P2 force vibration-based track stiffness time-frequency measurement method according to any one of claims 1-2, wherein the acceleration sensor is connected with a data acquisition device, and the data acquisition device acquires the vertical acceleration a cc (t) the data are transmitted to a computing device, the speed detection device transmits the data of the driving speed v (t) to the computing device, and the computing device carries out data processing calculation.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110324642.7A CN113124998B (en) | 2021-03-26 | 2021-03-26 | Rail rigidity time-frequency measurement method based on P2 force vibration |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110324642.7A CN113124998B (en) | 2021-03-26 | 2021-03-26 | Rail rigidity time-frequency measurement method based on P2 force vibration |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113124998A CN113124998A (en) | 2021-07-16 |
| CN113124998B true CN113124998B (en) | 2022-09-20 |
Family
ID=76773837
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110324642.7A Active CN113124998B (en) | 2021-03-26 | 2021-03-26 | Rail rigidity time-frequency measurement method based on P2 force vibration |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113124998B (en) |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE900140A (en) * | 1984-07-12 | 1985-01-14 | Goossens Armand | Railway track resilient suspension fittings - include alternate resilient pads of higher and lower dynamic rigidity to eliminate rail resonance |
| EP1236633A2 (en) * | 2001-02-28 | 2002-09-04 | Siemens SGP Verkehrstechnik GmbH | Method for a general detection of derailment |
| CN102980756A (en) * | 2012-11-20 | 2013-03-20 | 西南交通大学 | Method and system for testing dynamic stiffness |
| CN104129405A (en) * | 2014-07-23 | 2014-11-05 | 武汉武大卓越科技有限责任公司 | Track rigidity fast measuring method based on steel track deformation speed |
| CN104501768A (en) * | 2014-08-14 | 2015-04-08 | 武汉武大卓越科技有限责任公司 | Rail rigidity measuring method based on machine vision |
| JP2016148221A (en) * | 2015-02-13 | 2016-08-18 | 公益財団法人鉄道総合技術研究所 | Track support rigidity evaluation device using multistage loading system |
| PL412583A1 (en) * | 2015-06-02 | 2016-12-05 | Neostrain Spółka Z Ograniczoną Odpowiedzialnością | Method for determination of dynamic rigidity of a railway and for the assessment of a degree of degradation of the railway within the civil engineering objects |
| CN106932162A (en) * | 2017-03-28 | 2017-07-07 | 西南交通大学 | Track dynamic stiffness method of testing and system |
| CN106950018A (en) * | 2017-02-08 | 2017-07-14 | 上海工程技术大学 | A kind of Flexible element dynamic rate measuring method and device |
| CN108318125A (en) * | 2018-01-26 | 2018-07-24 | 华东交通大学 | A method of based on rail vertical motion Characteristics Detection railway ballast rigidity |
| CN110285180A (en) * | 2019-07-12 | 2019-09-27 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | The vibration isolator of high quiet low dynamic stiffness characteristic and rail system with it |
| CN112414651A (en) * | 2020-11-27 | 2021-02-26 | 中国铁道科学研究院集团有限公司 | Track rigidity determination method and device based on mobile line loading vehicle |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3876976B2 (en) * | 2001-12-18 | 2007-02-07 | 日本精工株式会社 | Evaluation apparatus and evaluation method |
| US7403296B2 (en) * | 2004-11-05 | 2008-07-22 | Board Of Regents Of University Of Nebraska | Method and apparatus for noncontact relative rail displacement, track modulus and stiffness measurement by a moving rail vehicle |
| CN108327742B (en) * | 2018-01-26 | 2019-08-02 | 华东交通大学 | A method of equivalent support stiffness under rail is detected based on rail lateral dynamic characteristics |
| CN108318126B (en) * | 2018-01-26 | 2021-06-04 | 华东交通大学 | Method for detecting rigidity of rail lower base plate based on vertical vibration characteristic of steel rail |
-
2021
- 2021-03-26 CN CN202110324642.7A patent/CN113124998B/en active Active
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE900140A (en) * | 1984-07-12 | 1985-01-14 | Goossens Armand | Railway track resilient suspension fittings - include alternate resilient pads of higher and lower dynamic rigidity to eliminate rail resonance |
| EP1236633A2 (en) * | 2001-02-28 | 2002-09-04 | Siemens SGP Verkehrstechnik GmbH | Method for a general detection of derailment |
| CN102980756A (en) * | 2012-11-20 | 2013-03-20 | 西南交通大学 | Method and system for testing dynamic stiffness |
| CN104129405A (en) * | 2014-07-23 | 2014-11-05 | 武汉武大卓越科技有限责任公司 | Track rigidity fast measuring method based on steel track deformation speed |
| CN104501768A (en) * | 2014-08-14 | 2015-04-08 | 武汉武大卓越科技有限责任公司 | Rail rigidity measuring method based on machine vision |
| JP2016148221A (en) * | 2015-02-13 | 2016-08-18 | 公益財団法人鉄道総合技術研究所 | Track support rigidity evaluation device using multistage loading system |
| PL412583A1 (en) * | 2015-06-02 | 2016-12-05 | Neostrain Spółka Z Ograniczoną Odpowiedzialnością | Method for determination of dynamic rigidity of a railway and for the assessment of a degree of degradation of the railway within the civil engineering objects |
| CN106950018A (en) * | 2017-02-08 | 2017-07-14 | 上海工程技术大学 | A kind of Flexible element dynamic rate measuring method and device |
| CN106932162A (en) * | 2017-03-28 | 2017-07-07 | 西南交通大学 | Track dynamic stiffness method of testing and system |
| CN108318125A (en) * | 2018-01-26 | 2018-07-24 | 华东交通大学 | A method of based on rail vertical motion Characteristics Detection railway ballast rigidity |
| CN110285180A (en) * | 2019-07-12 | 2019-09-27 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | The vibration isolator of high quiet low dynamic stiffness characteristic and rail system with it |
| CN112414651A (en) * | 2020-11-27 | 2021-02-26 | 中国铁道科学研究院集团有限公司 | Track rigidity determination method and device based on mobile line loading vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 城市轨道交通线路道岔区轨道刚度分布特征及均匀化研究;张艳平 等;《城市轨道交通研究》;20141231;第17卷(第9期);29-34 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113124998A (en) | 2021-07-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103994892B (en) | Vehicle acoustic power test system and test method | |
| WO2015180477A1 (en) | Test system and test method for natural vibration frequency of bogie of track vehicle | |
| CN111238837A (en) | Wheel set damage identification test bed for high-speed train based on wheel vibration acceleration response | |
| CN108871776B (en) | High-speed train axle damage identification test bed based on vibration response | |
| JP7177028B2 (en) | Rail wavy wear progress detection method and progress detection system | |
| US20150308926A1 (en) | Vibration analysis method and vibration analysis device of vehicle | |
| CN106710242B (en) | Method based on bridge dynamic strain identification fleet vehicle number | |
| CN204346738U (en) | car multifunctional testing machine | |
| CN112816045B (en) | Dynamic weighing method and dynamic weighing device for vehicle | |
| CN106840717B (en) | Train wheel vibration testing method based on axle box acceleration electromagnetic interference resistance | |
| CN103528834A (en) | Real-time detection and analysis device for metro vehicle braking performance | |
| CN104006978A (en) | Method for indirectly measuring acting force between railway vehicle wheel tracks | |
| KR100946232B1 (en) | Apparatus and method for measuring derailment coefficient using vertical displacement and steady-state lateral acceleration | |
| CN110398343A (en) | Utilize the model ship drag measurement system of active vibration control technology | |
| CN113124998B (en) | Rail rigidity time-frequency measurement method based on P2 force vibration | |
| CN203981412U (en) | Rail vehicle truck natural frequency of vibration test macro | |
| CN116842775A (en) | Bridge modal shape driving identification method capable of eliminating influence of road surface roughness | |
| CN208165009U (en) | A kind of wheel hurt detection device | |
| CN105372080B (en) | A kind of tramcar and its embedded tracks Coupled Dynamics test device and method | |
| CN106596103B (en) | Device for bearing detection on wheel-free lathe and bearing detection method | |
| CN116252820B (en) | Polygonal quantitative detection method for high-speed train wheels driven by improved frequency domain integration method | |
| CN110395351A (en) | Utilize the model ship resistance measurement method of active vibration control technology | |
| CN106871847B (en) | Method based on bridge dynamic strain identification fleet's bicycle spacing | |
| CN106769119B (en) | Method for testing high-speed rolling contact rigidity and damping coefficient | |
| CN211291843U (en) | Wheel-rail indirect measuring device |
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 |