CN107328496A - A kind of method based on rail vertical motion Characteristics Detection rail longitudinal force - Google Patents
A kind of method based on rail vertical motion Characteristics Detection rail longitudinal force Download PDFInfo
- Publication number
- CN107328496A CN107328496A CN201710655757.8A CN201710655757A CN107328496A CN 107328496 A CN107328496 A CN 107328496A CN 201710655757 A CN201710655757 A CN 201710655757A CN 107328496 A CN107328496 A CN 107328496A
- Authority
- CN
- China
- Prior art keywords
- rail
- vertical motion
- pinned
- variable quantity
- temperature
- 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
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L1/00—Measuring force or stress, in general
- G01L1/10—Measuring force or stress, in general by measuring variations of frequency of stressed vibrating elements, e.g. of stressed strings
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
The invention discloses a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force, some acceleration transducers are arranged in the rail foot of adjacent sleeper spacing center by this method, for gathering the vertical motion acceleration signal produced when vertically tapping rail top of steel rail and the progress data processing of return data collecting device, the actual value f of rail vertical motion the first rank pinned pinned resonant frequencies is drawn after corresponding frequency response function and its curve is generated, resonant frequency actual value f is substituted into matched curve f=A*t+B corresponding to rail, calculate rail temperature variable quantity t, calculated finally according to rail temperature variable quantity t and obtain rail longitudinal temperature stress value.It is an advantage of the invention that this method is lossless detection method, detection process will not be impacted to the stability of track structure；The detection mode is the long term monitoring available for gapless track TEMPERATURE FORCE, during practical application, can regard Train induced load as driving source, it is to avoid artificial operation.
Description
Technical field
The invention belongs to technical field of transportation, and in particular to one kind is based on rail vertical motion Characteristics Detection rail longitudinal force
Method.
Background technology
With high speed, the development of heavy haul railway, gapless track is eliminated the rail gap between gapless line by welding, reduces row
Car by when wheel-rail impact act on, reduce the vibration of wheel-rail noise and track structure, extend track and train part
Service life, improves train and passes through property and degree of passenger comfort.Based on these advantages, gapless track is wide in worldwide
General promotion and application.Gapless track eliminates rail gap between rail so that rail is longitudinally keeping smooth continuous, but due to Sutureless
Road rail can not freely stretch under variation of ambient temperature along longitudinal direction, and then can cause the huge temperature of rail inner accumulation should
Power., can the poor place hair of or roadbed condition small in fastener resistance when summer rail temperature is raised to a certain extent with environment temperature
Raw expansion rail track；When winter rail temperature is reduced to a certain extent with environment temperature, rail has the danger being pulled off.These problems
The operation safety of train will be had a strong impact on.
Therefore, the detection of gapless track axially temperature stress is drawn for prevention track structure high temperature expansion rail track and low temperature rail
It is disconnected, it is ensured that safe train operation is significant.Currently, for gapless track temperature detection mainly damage detection method and
Partly damage detection method.Detection method is damaged during rail stress is measured, generally requires and blocks rail and by rail
Stroke change obtains stress value.Partly damage detection method and be broadly divided into two categories below：
It is certain by making a call to two distances on zero stress rail that the first kind, which partly damages detection method,（Generally 24m）Mark
Point, the distance change amount before and after being changed by measurement temperature between two mark points calculates the size for obtaining gapless track TEMPERATURE FORCE.
Equations of The Second Kind partly damages detection method, and such as vertical reinforcing method, then be to remove the steel in the range of certain length before detection
Rail fastener, then applies certain load in the vertical direction of rail, rail in the vertical direction is produced certain displacement.By
There is certain proportionate relationship between the displacement and rail internal temperature power, thus can calculate and obtain in seamless track steel rail
The size of portion's TEMPERATURE FORCE.
Damage detection method and Equations of The Second Kind and partly damage detection method due to that can be caused brokenly to the stability of original track structure
Bad, there is also certain security risk in detection process, and Equations of The Second Kind partly damages detection method and is only able to detect inside rail and deposits
Tension, thus be not used widely at home.The first kind partly damages detection method and can protected in detection process
The integrality and stability of track structure are held, therefore applies wider, but the testing result precision of this method is relatively low, it is necessary to artificial fixed point
Timing detects that labor intensity is larger.In recent years, non-destructive testing technology is quickly grown, and some Non-Destructive Testing modes are also introduced into
In the detection of seamless railroad TEMPERATURE FORCE, such as Barkhausen's method, supersonic guide-wave method and x-ray method etc..Such method is for inspection
The stress distribution situation surveyed in the range of rail top layer or rail surface certain depth below effectively, and can not reflect whole rail
Stress distribution situation on section.Meanwhile, such method is influenceed larger by rail oneself state, the existing defects inside rail
When hindering such as rail head core, the accuracy of its testing result is not yet verified at present.
Thus, study a kind of accuracy of detection higher and not particularly important by the Non-Destructive Testing mode of rail itself affect.
The content of the invention
According to the deficiencies of the prior art described above, It is an object of the present invention to provide one kind is based on rail vertical motion characteristic
Some acceleration transducers are arranged in the rail bottom of adjacent sleeper spacing center by the method for detecting rail longitudinal force, this method
Portion, for gathering the vertical motion acceleration signal just given birth to when vertically tapping rail top of steel rail, so as to detect that calculating rail is indulged
To the value of temperature stress.
The object of the invention is realized and completed by following technical scheme：
A kind of method based on rail vertical motion Characteristics Detection rail longitudinal force, it is characterised in that methods described includes following step
Suddenly：
（1）It is distributed between rail foot at least three acceleration transducers of longitudinally spaced arrangement, every two groups of adjacent sleepers
There is an acceleration transducer；
（2）According to the distance values between the type of the rail and the adjacent sleeper, select that corresponding " rail is vertical
Vibration resonance frequency-rail temperature variable quantity " matched curve f=A*t+B, wherein, t represents the rail temperature variable quantity, unit
For DEG C；Monomial coefficient A and constant term B are known empirical value, and unit is respectively Hz/ DEG C and Hz, can by the rail class
Distance values between type and the adjacent sleeper are determined；
（3）Institute is vertically tapped being disposed with the position of the acceleration transducer and the sleeper supporting position using tapping thing
Rail top of steel rail is stated, to produce vertical motion acceleration signal on the rail；
（4）The vertical motion acceleration signal is gathered by the acceleration transducer and software calculating processing is carried out, to obtain
Corresponding frequency response function is obtained, and draws the curve of the frequency response function, so as to obtain the rank of rail vertical motion first
The actual value f of pinned-pinned resonant frequencies；
（5）The actual value f of the first rank of the rail vertical motion pinned-pinned resonant frequencies measured is substituted into fitting bent
In line f=A*t+B, so as to obtain the value of the rail temperature variable quantity t, institute is calculated according to the value of the rail temperature variable quantity t
State the size of rail longitudinal temperature stress.
Each acceleration transducer is located at 1/2 spacing between the adjacent sleeper respectively.
When the type of the rail is 60kg/m, Monomial coefficient A and constant term B in the matched curve f=A*t+B
Value according to the form below chosen：
It is according to the calculating formula that the value of the rail temperature variable quantity t calculates the rail longitudinal temperature stress σ：σ=Eαt；Its
In, E is the modulus of elasticity of the rail；α is the linear expansion coefficient of the rail.
Each acceleration transducer is connected with a data acquisition equipment, and the data acquisition equipment is described to gather
The vertical motion acceleration signal that acceleration transducer monitoring is obtained.
It is an advantage of the invention that（1）This method is lossless detection method, and detection process will not be to the stability of track structure
Impact；The detection mode is the long term monitoring available for gapless track TEMPERATURE FORCE, can be by Train induced load during practical application
It is used as driving source, it is to avoid artificial operation；（2）It is vertical using rail without rail fastening is unclamped after selection rail measuring point to be measured
The first rank pinned-pinned resonant frequencies are vibrated as the index for assessing rail longitudinal temperature stress, and sensitivity can reach
0.098Hz/ DEG C, reliability is high, takes less, detects easy to operate.
Brief description of the drawings
Fig. 1 is the principle schematic based on rail vertical motion Characteristics Detection rail longitudinal force method in the present invention；
Fig. 2 is under different sleeper spacing in the present invention, rail temperature variable quantity and the first rank of rail vertical motion pinned-
Graph of a relation between the actual value f of pinned resonant frequencies.
Embodiment
The feature and other correlated characteristics of the present invention are described in further detail by embodiment below in conjunction with accompanying drawing, with
It is easy to the understanding of technical staff of the same trade：
Mark 1-5 is respectively in such as Fig. 1-2, figure：Sleeper 1, railway rail pad 2, rail fastening 3, rail 4, acceleration transducer 5,
Sleeper spacing d.
Embodiment 1：As shown in Figure 1, 2, the present embodiment is specifically related to a kind of based on rail vertical motion Characteristics Detection rail
The method of longitudinal force, specifically includes following steps：
（1）As shown in figure 1, each uniform intervals of sleeper 1 arrangement, sleeper spacing is d, and is disposed with one in the upper surface of each sleeper 1
Layer railway rail pad 2, the rail 4 of both sides is longitudinally located at the top of each sleeper 1, and is fixed through the snapping of rail fastening 3, constitutes nothing
Suture road；
In longitudinally spaced several acceleration transducers 5 of installation in the bottom of side rail 4 of gapless track, acceleration transducer 5
Quantity should be at least 3 or more, each acceleration transducer 5 should be arranged on the medium position between adjacent sleeper 1, i.e. phase
At 1/2 spaced position between adjacent sleeper 1, and 1 acceleration transducer 5 is only set between every group of adjacent sleeper 1, accelerated
Degree sensor 5 is used for the vibration signal for gathering rail 4；
In addition, each acceleration transducer 5 is connected to data acquisition equipment through data line respectively（Not shown in figure）, the data
Collecting device can realize the concentrated collection and data processing to each Monitoring Data of acceleration transducer 5；
（2）As shown in figure 1, determining the type of rail 4, while measuring the spacing d between adjacent sleeper 1, pass through the type of rail 4
And suitable " rail vertical motion resonant frequency-rail temperature variable quantity " the matched curve f=A*t+B of sleeper spacing d selections,
Wherein：T represents rail temperature variable quantity, unit for DEG C；Monomial coefficient A and constant term B is known empirical value, and A, B are by rail
Lower support condition（Such as sleeper spacing, backing plate rigidity and Ballast rigidity）Determined with rail type, unit be respectively Hz/ DEG C and
Hz, can be by acquisition of tabling look-up, such as shown in following table, it is assumed that when the quality under the unit length of rail 4 is 60kg/m, different sleepers
During spacing d values, Monomial coefficient A and constant term B can be obtained by inquiring about following table；
（3）Being disposed with position at the position of acceleration transducer 5 and the supporting of sleeper 1 vertical percussion rail 4 is hammered into shape using power
Rail top, so as to produce vertical motion acceleration signal on rail 4；
（4）Acceleration transducer 5 monitors corresponding vertical motion acceleration signal and is uploaded to data acquisition to set at span centre
In standby, by the vertical motion acceleration signal collected, carry out software and calculate processing to obtain corresponding frequency response function,
And the curve of frequency response function is drawn, so as to obtain the actual value f of rail vertical motion the first rank pinned-pinned resonant frequencies；
Frequency response function full name frequency response function, is the description to system under test (SUT) to input signal transmission characteristic in a frequency domain, category
In common function in the art；Its calculating process is：First calculate excitationAuto-correlation function, then calculateWith
ResponseCross-correlation function, it is right respectivelyAndMake Fourier transformation, obtainAuto-power spectrum
AndWithCrosspower spectrum, remember that frequency response function is, thenMeet：）
（5）By the actual value f of rail vertical motion the first rank pinned-pinned resonant frequencies measured bring into matched curve f=
In A*t+B, so as to obtain rail temperature variable quantity t value, rail longitudinal temperature is calculated according to rail temperature variable quantity t value
Stress σ size, calculating formula is：
σ=Eαt
Wherein, E is the modulus of elasticity of rail 4；α is the linear expansion coefficient of rail 4.
As shown in figure 1, the original substantially of the method based on rail vertical motion Characteristics Detection rail longitudinal force in the present embodiment
Manage and be：
For simply supported beam, when effect has axial stress in the end cross-sectional at its two ends, vibration of beam characteristic, such as resonant frequency
It will change.Therefore, it can be obtained and two by the variation relation analyzed between axial temperature stress and beam resonant frequency
The relevant empirical equation of person.In track Structure Vibration Characteristic Analysis, track structure is generally reduced to period discrete supporting
Beam model.It therefore, it can detect that gapless track internal temperature should by the situation of change for measuring seamless track steel rail resonant frequency
The size of power.According to correlation theory deriving analysis, the first rank pinned-pinned resonance frequencies of seamless track steel rail vertical motion
Variation relation between rate and axially temperature stress is more obvious, and it is not influenceed by railway rail pad rigidity, Ballast rigidity substantially.
The most easily known with pinned-pinned resonant frequencies especially in each rank resonant frequency of seamless track steel rail vertical motion simultaneously
Not.Therefore, selection rail vertical motion pinned-pinned resonant frequencies are more suitable as Testing index.In 0 ~ 5000Hz
In frequency range, seamless track steel rail co-exists in two pinned-pinned resonant frequencies, respectively 1080Hz and 4675Hz
（For different track structures, the data slightly have difference）.Because frequency is higher, get over not easy excitated by the way of hammering, therefore choosing
With the pinned-pinned resonant frequencies of vertical motion low order（That is the first rank pinned-pinned resonant frequencies, 1080Hz）Most
To be suitable.By theory analysis, the vertical motion resonant frequency is 5.13Hz/MN with the rate of change of axially temperature stress.In addition, by
The vertical motion resonant frequency is had a certain impact in sleeper spacing, corresponding vertical motion resonance frequency under different sleeper spacing
Matched curve between rate and rail temperature variable quantity is otherwise varied, therefore, sleeper spacing is entered in advance in detection process
Row measurement, is indulged with calculating rail temperature variable quantity from suitable matched curve, and then calculating rail by rail temperature variable quantity
To temperature stress.
Embodiment 2：As shown in Figure 1, 2, the present embodiment will substitute into actual engineering number on the basis of method in embodiment 1
It is specific as follows according to illustrating：
（1）In longitudinally spaced several acceleration transducers 5 of installation in the bottom of side rail 4 of gapless track, each acceleration
Sensor 5 should be arranged at 1/2 spaced position between the medium position between adjacent sleeper 1, i.e., adjacent sleeper 1；
（2）As shown in figure 1, quality of the rail 4 under unit length is 60kg/m, measurement obtains sleeper spacing d for 0.60m, root
Inquired about according to following table, so that it is determined that corresponding " rail vertical motion resonant frequency-rail temperature variable quantity " matched curve f=A*t
+ B=- 0.0978t+1079.8273, wherein：T represents rail temperature variable quantity, unit for DEG C；
（3）The rail top for tapping rail 4 is hammered at the position of acceleration transducer 5 into shape using power being disposed with, so as to be produced on rail 4
Vertical motion acceleration signal；
（4）Acceleration transducer 5 monitors corresponding vertical motion acceleration signal and is uploaded to data acquisition to set at span centre
In standby, by the vertical motion acceleration signal collected, carry out software and calculate processing to obtain corresponding frequency response function,
And the curve of frequency response function is drawn, so as to obtain the actual value f of rail vertical motion the first rank pinned-pinned resonant frequencies
=1078Hz；
（5）The actual value f of rail vertical motion the first rank pinned-pinned resonant frequencies measured=1078Hz is substituted into and intended
Close in curve f=- 0.0978t+1079.8273, so as to obtain rail temperature variable quantity t=18.7 DEG C, the i.e. temperature change of rail 4
Measure as more than 18.7 DEG C of stress free rail temperature；Now, rail rail stress is compression, according to rail temperature variable quantity t value, meter
Calculate and obtain rail longitudinal temperature stress σ=2.48t=2.48*18.7=46.376MPa.
Claims (5)
1. a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force, it is characterised in that methods described includes as follows
Step：
（1）It is distributed between rail foot at least three acceleration transducers of longitudinally spaced arrangement, every two groups of adjacent sleepers
There is an acceleration transducer；
（2）According to the distance values between the type of the rail and the adjacent sleeper, select that corresponding " rail is vertical
Vibration resonance frequency-rail temperature variable quantity " matched curve f=A*t+B, wherein, t represents the rail temperature variable quantity, unit
For DEG C；Monomial coefficient A and constant term B are known empirical value, and unit is respectively Hz/ DEG C and Hz, can by the rail class
Distance values between type and the adjacent sleeper are determined；
（3）Institute is vertically tapped being disposed with the position of the acceleration transducer and the sleeper supporting position using tapping thing
Rail top of steel rail is stated, to produce vertical motion acceleration signal on the rail；
（4）The vertical motion acceleration signal is gathered by the acceleration transducer and software calculating processing is carried out, to obtain
Corresponding frequency response function is obtained, and draws the curve of the frequency response function, so as to obtain the rank of rail vertical motion first
The actual value f of pinned-pinned resonant frequencies；
（5）The actual value f of the first rank of the rail vertical motion pinned-pinned resonant frequencies measured is substituted into fitting bent
In line f=A*t+B, so as to obtain the value of the rail temperature variable quantity t, institute is calculated according to the value of the rail temperature variable quantity t
State the size of rail longitudinal temperature stress.
2. a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force according to claim 1, its feature
It is that each acceleration transducer is located at 1/2 spacing between the adjacent sleeper respectively.
3. a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force according to claim 1, its feature
It is when the type of the rail is 60kg/m, Monomial coefficient A and constant term B value in the matched curve f=A*t+B
According to the form below is chosen：
。
4. a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force according to claim 1, its feature
Be be according to the calculating formula that the value of the rail temperature variable quantity t calculates the rail longitudinal temperature stress σ：σ=Eαt；Its
In, E is the modulus of elasticity of the rail；α is the linear expansion coefficient of the rail.
5. a kind of method based on rail vertical motion Characteristics Detection rail longitudinal force according to claim 1, its feature
It is that each acceleration transducer is connected with a data acquisition equipment, the data acquisition equipment is to gather the acceleration
Spend the vertical motion acceleration signal that Sensor monitoring is obtained.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710655757.8A CN107328496B (en) | 2017-08-03 | 2017-08-03 | A method of based on rail vertical motion Characteristics Detection rail longitudinal force |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710655757.8A CN107328496B (en) | 2017-08-03 | 2017-08-03 | A method of based on rail vertical motion Characteristics Detection rail longitudinal force |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107328496A true CN107328496A (en) | 2017-11-07 |
| CN107328496B CN107328496B (en) | 2019-04-19 |
Family
ID=60225643
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710655757.8A Active CN107328496B (en) | 2017-08-03 | 2017-08-03 | A method of based on rail vertical motion Characteristics Detection rail longitudinal force |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN107328496B (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN108318126A (en) * | 2018-01-26 | 2018-07-24 | 华东交通大学 | A method of based on rail vertical motion Characteristics Detection railway rail pad rigidity |
| CN108647394A (en) * | 2018-04-13 | 2018-10-12 | 中铁物轨道科技服务集团有限公司 | A kind of railroad turnout steel rail Exterior Surface Design based on wheel Rail Contact Stresses |
| CN109855771A (en) * | 2018-12-31 | 2019-06-07 | 华东交通大学 | A method of TEMPERATURE FORCE is detected based on the vertical acceleration power spectral density of rail |
| CN110864836A (en) * | 2019-11-15 | 2020-03-06 | 华东交通大学 | Longitudinal force detection method based on steel rail |
| CN111855055A (en) * | 2020-06-09 | 2020-10-30 | 华东交通大学 | Method for detecting wheel rail force based on rail bottom displacement of steel rail |
| CN112781654A (en) * | 2020-12-31 | 2021-05-11 | 西南交通大学 | Crack steel rail gap fault detection system |
| CN113051705A (en) * | 2020-12-24 | 2021-06-29 | 华东交通大学 | Method for accurately predicting rail temperature of steel rail |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2550407Y (en) * | 2002-06-07 | 2003-05-14 | 同济大学 | Longitudinal force testing device for seamless line steel rail of railway |
| CN101000269A (en) * | 2006-01-09 | 2007-07-18 | 同济大学 | Method for measuring rail longitudinal force of jointless track structure |
| CN101660958A (en) * | 2009-09-22 | 2010-03-03 | 华东交通大学 | Longitudinal force measuring method of seamless track steel rail |
| US20140316719A1 (en) * | 2011-11-10 | 2014-10-23 | The Regents Of The University Of California | Stress detection in rail |
| CN104165716A (en) * | 2014-07-21 | 2014-11-26 | 华东交通大学 | Monitoring system for wheel-rail forces of railway tracks |
| CN104176091A (en) * | 2014-08-28 | 2014-12-03 | 华东交通大学 | Real-time continuous welded rail temperature and temperature stress monitoring system |
| CN104614105A (en) * | 2013-12-05 | 2015-05-13 | 北京交通大学 | Device and method for monitoring rail stress based on ultrasonic guided-wave |
| CN104880274A (en) * | 2015-06-23 | 2015-09-02 | 华东交通大学 | Vertical wheel-rail force continuous test method |
| CN105222942A (en) * | 2015-11-09 | 2016-01-06 | 西南交通大学 | Gapless track longitudinal force method of testing and system |
-
2017
- 2017-08-03 CN CN201710655757.8A patent/CN107328496B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2550407Y (en) * | 2002-06-07 | 2003-05-14 | 同济大学 | Longitudinal force testing device for seamless line steel rail of railway |
| CN101000269A (en) * | 2006-01-09 | 2007-07-18 | 同济大学 | Method for measuring rail longitudinal force of jointless track structure |
| CN101660958A (en) * | 2009-09-22 | 2010-03-03 | 华东交通大学 | Longitudinal force measuring method of seamless track steel rail |
| US20140316719A1 (en) * | 2011-11-10 | 2014-10-23 | The Regents Of The University Of California | Stress detection in rail |
| CN104614105A (en) * | 2013-12-05 | 2015-05-13 | 北京交通大学 | Device and method for monitoring rail stress based on ultrasonic guided-wave |
| CN104165716A (en) * | 2014-07-21 | 2014-11-26 | 华东交通大学 | Monitoring system for wheel-rail forces of railway tracks |
| CN104176091A (en) * | 2014-08-28 | 2014-12-03 | 华东交通大学 | Real-time continuous welded rail temperature and temperature stress monitoring system |
| CN104880274A (en) * | 2015-06-23 | 2015-09-02 | 华东交通大学 | Vertical wheel-rail force continuous test method |
| CN105222942A (en) * | 2015-11-09 | 2016-01-06 | 西南交通大学 | Gapless track longitudinal force method of testing and system |
Non-Patent Citations (2)
| Title |
|---|
| 代璐璐: "《无缝线路钢轨温度力测试理论对比分析》", 《中国优秀硕士学位论文全文数据库(电子期刊)工程科技II辑》 * |
| 刘雁，罗雁云: "《无缝线路纵向温度力作用下的动态特性分析》", 《城市轨道交通研究》 * |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108318125B (en) * | 2018-01-26 | 2021-03-16 | 华东交通大学 | Method for detecting ballast rigidity based on vertical vibration characteristic of steel rail |
| CN108318126A (en) * | 2018-01-26 | 2018-07-24 | 华东交通大学 | A method of based on rail vertical motion Characteristics Detection railway rail pad rigidity |
| 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 |
| 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 |
| CN108647394A (en) * | 2018-04-13 | 2018-10-12 | 中铁物轨道科技服务集团有限公司 | A kind of railroad turnout steel rail Exterior Surface Design based on wheel Rail Contact Stresses |
| CN108647394B (en) * | 2018-04-13 | 2021-11-30 | 中铁物总运维科技有限公司 | Turnout steel rail shape design method based on wheel rail contact stress |
| CN109855771A (en) * | 2018-12-31 | 2019-06-07 | 华东交通大学 | A method of TEMPERATURE FORCE is detected based on the vertical acceleration power spectral density of rail |
| CN110864836B (en) * | 2019-11-15 | 2021-09-10 | 华东交通大学 | Longitudinal force detection method based on steel rail |
| CN110864836A (en) * | 2019-11-15 | 2020-03-06 | 华东交通大学 | Longitudinal force detection method based on steel rail |
| CN111855055A (en) * | 2020-06-09 | 2020-10-30 | 华东交通大学 | Method for detecting wheel rail force based on rail bottom displacement of steel rail |
| CN113051705A (en) * | 2020-12-24 | 2021-06-29 | 华东交通大学 | Method for accurately predicting rail temperature of steel rail |
| CN113051705B (en) * | 2020-12-24 | 2022-04-26 | 华东交通大学 | Method for accurately predicting rail temperature of steel rail |
| CN112781654A (en) * | 2020-12-31 | 2021-05-11 | 西南交通大学 | Crack steel rail gap fault detection system |
| CN112781654B (en) * | 2020-12-31 | 2023-03-17 | 西南交通大学 | Crack steel rail gap fault detection system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN107328496B (en) | 2019-04-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107560764B (en) | A method of rail longitudinal force is detected based on rail lateral dynamic characteristics | |
| CN107328496A (en) | A kind of method based on rail vertical motion Characteristics Detection rail longitudinal force | |
| Artagan et al. | Non-destructive assessment and health monitoring of railway infrastructures | |
| CN105783799B (en) | A kind of fragment-free track slab gap depth lossless detection method and equipment based on vibration | |
| Molodova et al. | Axle box acceleration: Measurement and simulation for detection of short track defects | |
| CN100523757C (en) | Method for measuring rail longitudinal force of jointless track structure | |
| JP2012208043A (en) | Method and device for identifying vibration characteristic of railroad structure | |
| Molodova et al. | Monitoring the railway infrastructure: Detection of surface defects using wavelets | |
| CN109855771B (en) | Method for detecting temperature based on vertical acceleration power spectrum density of steel rail | |
| CN109855770B (en) | Method for detecting temperature based on transverse acceleration power spectrum density of steel rail | |
| CN108318126A (en) | A method of based on rail vertical motion Characteristics Detection railway rail pad rigidity | |
| Dittrich et al. | Improved measurement methods for railway rolling noise | |
| Zarembski et al. | On the use of ballast inspection technology for the management of track substructure | |
| Verbraken et al. | Experimental and numerical prediction of railway induced vibration | |
| CN114134784A (en) | Roadbed compaction quality continuous detection system and method based on actual amplitude of vibrating wheel | |
| CN107192763B (en) | Utilize the test method for the rail vibration attenuation rate that running train is excitation | |
| CN108327742B (en) | A method of equivalent support stiffness under rail is detected based on rail lateral dynamic characteristics | |
| Lee et al. | Determination of railway vertical wheel impact magnitudes: Field trials | |
| CN104991986A (en) | Method for evaluating longitudinal shock resistance of highway bridge support and stretching device | |
| CN106596002A (en) | High-speed railway steel truss arch bridge vehicle-bridge resonance curve measuring method | |
| Haddani et al. | Trackbed mechanical and physical characterization using PANDA®/geoendoscopy coupling | |
| CN109629347A (en) | The method for evaluating ballastless track roadbed grout hazard rating | |
| JP2017227583A (en) | Track information collection device and rail axial force measurement device | |
| CN113447163B (en) | Method for measuring locked rail temperature based on rail mode integral change | |
| CN113051705B (en) | Method for accurately predicting rail temperature of steel rail |
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 |