CN111979850B - Fastener arrangement method and system for controlling vibration of railway transition section - Google Patents
Fastener arrangement method and system for controlling vibration of railway transition section Download PDFInfo
- Publication number
- CN111979850B CN111979850B CN202010833264.0A CN202010833264A CN111979850B CN 111979850 B CN111979850 B CN 111979850B CN 202010833264 A CN202010833264 A CN 202010833264A CN 111979850 B CN111979850 B CN 111979850B
- Authority
- CN
- China
- Prior art keywords
- transition section
- fastener
- stiffness
- rigidity
- vibration
- 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
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B9/00—Fastening rails on sleepers, or the like
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention provides a fastener arrangement method and a system for controlling vibration of a railway transition section, wherein the arrangement method comprises the following steps of 1) determining the number of fasteners required by the transition section; 2) determining a main response frequency band of the transition section; 3) determining the gradual change amplitude of the rigidity of the fastener according to the response frequency band; 4) and adjusting the rigidity of the fastener according to the running direction of the train and gradually increasing according to the gradual change range. The arrangement method and the system are simple to operate, complex analysis is not needed, the vibration response of the railway transition section is weakened, the running safety of the train is ensured, and the maintenance cost is reduced.
Description
Technical Field
The invention belongs to the technical field of traffic, and particularly relates to a fastener arrangement method and system for controlling vibration of a railway transition section.
Background
One key part in the ballastless track roadbed structure is a transition section arranged between the soil roadbed and the rigid structure. At the transition sections such as bridge (culvert) road, tunnel, etc., because the difference of foundation structure form and material rigidity, the difference of track rigidity is inevitable, and because the reinforcement mode of rigid structure foundation and roadbed structure foundation is different, probably produce the difference and subside at the transition section, will further reduce the geometric smoothness nature of circuit, probably produce great vibration from this, make the durability and the stability of circuit reduce. Therefore, in order to ensure the safety, stability and comfort of the high-speed train operation, reduce the wheel-rail interaction force and improve the smoothness of the line, a line transition section needs to be arranged on a road section with larger difference of the basic rigidity and the strength under the rail. The existing means for controlling the vibration response of the line transition section are few, most of the existing methods have poor effects, and especially the effects in the control of low-frequency vibration are not ideal, so that an effective method capable of effectively controlling the low-frequency vibration of the line transition section is needed.
The railway track structure is generally formed by periodically arranging basic units along a line direction, when vibration is transmitted in the track structure in an elastic wave form, the elastic wave can form a corresponding wave band gap (the wave in the band gap is rapidly attenuated and cannot be transmitted) due to the fact that the Bloch theory and the periodic condition are met, and the band gap characteristic has great influence on structural vibration reduction or structural reliability guarantee in practical application. The periodicity of the railway track is realized by the periodic support of the lower foundation, so that when the stiffness of the lower foundation support is unevenly changed, the periodicity of the whole structure is influenced, the band gap characteristic of the original periodic track structure is influenced, the vibration in the track structure shows different propagation characteristics, and a new thought is provided for the control of the vibration of the transition section.
Disclosure of Invention
The invention aims to solve the problem of poor noise reduction performance of the existing sound barrier, and further provides a fastener arrangement method for controlling vibration of a railway transition section, which is characterized by comprising the following steps: the method includes, 1) determining a number of fasteners required for the transition section; 2) determining a main response frequency band of the transition section; 3) determining the gradual change amplitude of the rigidity of the fastener according to the response frequency band; 4) and adjusting the rigidity of the fastener according to the running direction of the train and gradually increasing according to the gradual change range.
Further, it is characterized in that: the step of determining the gradual change amplitude of the rigidity of the fastener according to the response frequency band is specifically
| Fastener stiffness gradient | One-way propagation frequency band |
| 1kN/mm | 129-137Hz |
| 2kN/mm | 127-133Hz |
| 3kN/mm | 125-140Hz |
| 4kN/mm | 117-129Hz |
| 5kN/mm | 125-135Hz |
| 6kN/mm | 110-120Hz |
| 7kN/mm | 105-125Hz |
| 8kN/mm | 95-115Hz |
| 9kN/mm | 90-109Hz |
| 10kN/mm | 80-96Hz |
The application also provides a fastener arrangement system for controlling vibration of a railway transition section, which comprises a plurality of fasteners and is characterized in that the rigidity of at least part of adjacent fasteners in the plurality of fasteners is gradually increased along the running direction of a train.
Further characterized in that said stiffness variation amplitude is determined from said transition section vibrational response frequency.
Further characterized in that said stiffness variation amplitude is determined from said transition section vibration response frequency, in particular selected according to the following table,
| fastener stiffness gradient | One-way propagation frequency band |
| 1kN/mm | 129-137Hz |
| 2kN/mm | 127-133Hz |
| 3kN/mm | 125-140Hz |
| 4kN/mm | 117-129Hz |
| 5kN/mm | 125-135Hz |
| 6kN/mm | 110-120Hz |
| 7kN/mm | 105-125Hz |
| 8kN/mm | 95-115Hz |
| 9kN/mm | 90-109Hz |
| 10kN/mm | 80-96Hz |
Further, the stiffness variation range also considers the maximum stiffness and the minimum stiffness allowed by the fasteners, and the stiffness of the plurality of fasteners is between the maximum stiffness and the minimum stiffness.
The arrangement method and the system are simple to operate, complex analysis is not needed, the vibration response of the railway transition section is weakened, the running safety of the train is ensured, and the maintenance cost is reduced.
Drawings
FIG. 1 is a schematic illustration of transition section transmission characteristic analysis, wherein A is positive excitation; b is counter excitation;
FIG. 2 shows vibration transmission characteristics of a ballastless track structure when a fastener is loosened;
FIG. 3 is a graph showing the displacement response of the track structure under positive excitation at a frequency f of 130 Hz;
FIG. 4 is a cloud graph of displacement distribution under positive excitation at a frequency f of 129 Hz;
FIG. 5 is a cloud graph of displacement distribution under flyback excitation with frequency f being 129 Hz;
FIG. 6 is a cloud diagram of displacement distribution under positive excitation at 130 Hz;
FIG. 7 is a cloud graph of displacement distribution under 130Hz flyback excitation at a frequency f;
FIG. 8 is a cloud graph of displacement distribution under positive excitation at a frequency f of 135 Hz;
fig. 9 is a cloud diagram of displacement distribution under flyback excitation at 135 Hz.
Detailed Description
In order to make the technical solution and advantages of the present invention more clear, the present invention is described in detail below with reference to the accompanying drawings and specific embodiments.
The invention provides a fastener arrangement method for controlling vibration of a railway transition section, which has the following basic principles:
the periodic ballastless track structure can be regarded as a one-dimensional periodic structure, the periodicity of the periodic structure is realized on the periodic support at the lower part of the steel rail, the periodic structure has the band gap characteristic (elastic waves in the band gap cannot be transmitted along the longitudinal direction of the steel rail and can be transmitted to a lower foundation), and the vibration of the track structure can be controlled based on the characteristic. However, the arrangement of the transition section of the line is usually the arrangement of the section of the track with large difference between the basic rigidity and the strength under the rail, and at this time, the lower support condition of the track structure is changed, so that the track structure does not locally present periodicity any more, and therefore, the propagation characteristic of the elastic wave in the track structure is inevitably changed, a possible way is provided for the control of the vibration of the transition section, and the control is further analyzed below.
Taking 7 steel rail cells as an example to form a finite-period ballastless track structure, simplifying a track plate and an off-track foundation into a rigid foundation, simplifying the track structure into a single-layer elastic point supporting steel rail structure, setting linear transition by changing the vertical rigidity of a fastener, wherein the large rigidity is 50kN/mm, the small rigidity is 15kN/mm, and the variation trend is 5 kN/mm. As shown in fig. 1, excitation (positive excitation) is applied to the large stiffness (counter excitation) and small stiffness ends, respectively, responses are extracted at the response ends, the transmission characteristics are calculated by the equation (1), and a transmission characteristic curve is plotted as shown in fig. 2.
Tn＝20log10(wn/w0) (1)
Wherein, wnRepresenting the displacement response of the responding end, w0Representing the displacement response of the excitation tip.
As can be seen from fig. 2, the forward and reverse excitation results in a different transmission characteristic. In the range of a first-order band gap (0-141.5Hz), a vibration response peak value A appears on a flyback transmission characteristic curve at 130Hz, a positive excitation is still in a vibration attenuation region at a point B corresponding to 130Hz (a positive value represents vibration amplification, a negative value represents vibration attenuation, the larger the value is, the larger the corresponding amplification or attenuation amplitude is, the negative value is represented by the point B which is in the vibration attenuation region), and meanwhile, the frequency near 130Hz is about 125Hz and 135Hz, the flyback transformer is in the vibration attenuation region under the positive excitation condition, and the flyback transformer is in the vibration increase region under the flyback excitation condition. This shows that the elastic wave with the frequency of 125-135Hz cannot be transmitted from the small stiffness end to the large stiffness end, and can only be transmitted from the large stiffness end to the small stiffness end, and has a one-way transmission characteristic.
The one-way propagation characteristics of the elastic wave in the frequency range of 125-135Hz are further analyzed below.
The schematic diagram of the distribution of the displacement response of each position of the track structure under the two excitation modes shown in fig. 1 and the excitation frequency of 130Hz is extracted, and as shown in fig. 3, the displacement response of each response point position is normalized with the displacement at the position 0 (the start end of the steel rail) as the reference.
As can be seen from fig. 3, when the frequency is 130Hz, under the positive excitation condition, the vibration gradually attenuates along the propagation direction of the elastic wave in the forbidden band, and the frequency is almost zero after five cells; in the flyback state, vibration also attenuates at first along the propagation direction of the elastic wave, the attenuation of two unit cells is 0, but the vibration amplification phenomenon occurs in backward propagation, and particularly at a small rigidity end, the amplification is nearly 3 times compared with that of an excitation end. This also further indicates that the elastic wave with the frequency of 130Hz cannot be transmitted from the small stiffness end to the large stiffness end, and can only be transmitted from the large stiffness end to the small stiffness end, and has a one-way transmission characteristic.
Fig. 4-9 are displacement distribution cloud graphs corresponding to the frequency of 125-. Elastic waves with a frequency of 135Hz exhibit an unattenuated propagation.
In the transition section of the ballastless track structure, the gradient stiffness is set, so that the elastic wave with the frequency of 125-plus 135Hz cannot be transmitted from the small stiffness end to the large stiffness end, but only can be transmitted from the large stiffness end to the small stiffness end, and the obvious characteristic of one-way transmission appears, and when the elastic wave is transmitted from the large stiffness end to the small stiffness end, the phenomenon of vibration amplification appears at the small stiffness end (stiffness mutation end). Therefore, based on the elastic wave one-way propagation characteristic, the vibration of the transition section can be controlled by arranging the mode of gradually changing rigidity on the railway transition section, namely the lower basic rigidity is linearly increased from small to large based on the running direction of the train, namely the train is driven from a small rigidity end to a large rigidity end. By the arrangement, when the train passes through the transition section, the generated vibration wave within the frequency range of 125-plus-135 Hz cannot be longitudinally transmitted along the steel rail but is transmitted to the lower foundation, so that the vibration response at the interface of the transition section in the frequency range is reduced, and the running safety of the train at the transition section is ensured.
The calculation process of the unidirectional transmission frequency band corresponding to the fastener rigidity gradient amplitude of 5kN/mm is carried out, and the applicant tests and respectively obtains the unidirectional transmission frequency bands corresponding to other rigidity gradient amplitudes (1kN/mm-4kN/mm, 6kN/mm-10 kN/mm). See table 1 for details.
| Fastener stiffness gradient | One-way propagation frequency band |
| 1kN/mm | 129-137Hz |
| 2kN/mm | 127-133Hz |
| 3kN/mm | 125-140Hz |
| 4kN/mm | 117-129Hz |
| 5kN/mm | 125-135Hz |
| 6kN/mm | 110-120Hz |
| 7kN/mm | 105-125Hz |
| 8kN/mm | 95-115Hz |
| 9kN/mm | 90-109Hz |
| 10kN/mm | 80-96Hz |
The frequency bands of elastic wave one-way propagation corresponding to the rigidity gradient amplitude of the fastener are listed in table 1, and flexible selection can be performed according to actual engineering conditions in specific engineering. When frequency band crossing occurs, for example, 130-135Hz, the frequency band crossing can correspond to three gradual change amplitudes of 1,3,5kN/mm, and the condition that the gradual change amplitude is small should be selected as much as possible at this time, because the length of the railway transition section is long, generally tens of meters or even hundreds of meters, in order to ensure that the set fastener rigidity gradual change section is long enough, the condition that the gradual change amplitude of the fastener rigidity is small should be selected, so that the function of elastic wave unidirectional propagation can be realized.
The fastener arrangement method for controlling the vibration of the railway transition section comprises the following specific steps:
(1) determining the number of fasteners required for a transition section
Specifically, the length of a line needing to be provided with the transition section is determined, then the distance between fasteners is determined, the steel rail between adjacent fasteners is taken as a small section, the number of the steel rail sections contained in the transition section needing to be provided is further determined, and therefore the number of the fasteners needing to be arranged is determined.
Wherein, for the track structure, the fastener spacing is generally between 0.6 m and 0.7 m. The determination is mainly for determining the number of the gradation fasteners to be arranged.
(2) Determining a corresponding frequency band
And determining the frequency band with obvious vibration response of the transition section according to the existing measured data of the transition section or through a simple excitation response experiment.
(3) Determining fastener stiffness ramp amplitude
And selecting proper fastener rigidity gradient amplitude according to the obtained main frequency band needing to reduce vibration response by combining the table 1.
(4) Adjusting the rigidity of the fastener according to the running direction of the train and gradually increasing according to the gradual change range
And confirm the value range table of fastener rigidity according to the relevant norm of railway, take the maximum value and the minimum value that a fastener rigidity allows, set up according to the fastener rigidity gradual change range of selection again, the concrete setting mode is: according to the running direction of the train, the rigidity of the fastener is sequentially and linearly increased, and the train is ensured to run from the small rigidity end to the large rigidity end.
The selected fastener stiffness gradient range is 2kN/mm, and when the corresponding maximum fastener stiffness value is 70kN/mm-33kN/mm, the maximum threshold value can be 69kN/mm, or the minimum threshold value can be 34kN/mm, so that the number of the arranged fasteners is an integer.
The application further provides a fastener arrangement system for controlling vibration of a railway transition section, the fastener arrangement system comprises a plurality of fasteners, wherein rigidity of at least part of adjacent fasteners in the plurality of fasteners is gradually increased along the train running direction.
Wherein the stiffness variation amplitude is determined according to the vibration response frequency of the transition section.
Wherein the stiffness variation amplitude is determined according to the transition section vibration response frequency, specifically selected according to table 1.
Wherein the stiffness variation range also considers the maximum stiffness and the minimum stiffness allowed by the fasteners, and the stiffness of the plurality of fasteners is between the maximum stiffness and the minimum stiffness.
The scheme of the invention is described in detail below with reference to the accompanying drawings:
(1) determining the number of fasteners required for a transition section
The length of a line needing to be provided with the transition section is 12.5m, the distance between fasteners is 0.625m, the number of steel rails contained in the transition section is 20, and the number of the fasteners needing to be arranged is 20;
(2) determining a corresponding frequency band
And determining the frequency band with obvious vibration response in the transition section area to be about 125-130Hz according to the relevant data and the data of the consulted line.
(3) Determining fastener stiffness ramp amplitude
According to the table 1, the gradient amplitude of the rigidity of the fastener corresponding to the frequency band of 125-;
(4) determining the direction of travel of a train
The rigidity of the fastener is arranged from small to large by taking the running direction of a train as a reference, the variation amplitude is 2kN/mm, and the rigidity is set from 37kN/mm to 75kN/mm in sequence.
Analysis in the invention shows that unidirectional propagation of elastic waves can be realized by arranging gradual change of the rigidity of the fastener, namely, only when a train drives from a small rigidity section to a large rigidity section, an elastic wave unidirectional propagation frequency band can appear, namely, the elastic waves can only propagate from a large rigidity end to a small rigidity end, and because the advancing direction of the train is from small to large, the excitation end is at the small rigidity position, the elastic waves can not be transmitted along the steel rail in the frequency band, namely, the elastic waves can not be transmitted from the small rigidity end to the large rigidity end, so that the vibration of the steel rail in the frequency band can be effectively inhibited, and the effect of controlling the vibration of the steel rail in the transition section is realized.
For the railway transition section, the overlapping of different geological environments occurs, so that a train can generate stronger vibration when passing through, and the driving safety of the train can be affected. The traditional method for controlling vibration of the railway transition section has unsatisfactory effect, the gradual change of the rigidity of the fastener is arranged, so that the vibration can only be transmitted from large rigidity to small rigidity, as shown in figures 3-9, by utilizing the characteristic, a section with most obvious vibration response of the transition section is set into a form of small rigidity to large rigidity according to the running direction of a train, and at the moment, the transmission of (low-frequency) elastic waves in a certain frequency band can be controlled, namely the vibration of the steel rail is reduced
The foregoing is considered as illustrative of the preferred embodiments of the invention and is understood not to depart from the spirit and scope of the invention. Furthermore, although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.
Claims (3)
1. A fastener arrangement method for controlling vibration of a railway transition section, wherein the transition section is a bridge transition section or a tunnel transition section, and is characterized in that: the method comprises the following steps of,
1) determining the number of fasteners required by the transition section;
2) determining a main response frequency band of the transition section;
3) determining the gradual change amplitude of the rigidity of the fastener according to the response frequency band;
4) adjusting the rigidity of the fastener according to the running direction of the train and gradually increasing according to the gradual change range;
the step of determining the gradual change amplitude of the rigidity of the fastener according to the response frequency band is specifically
2. A fastener arrangement system for controlling vibration of a railway transition section, the transition section being a bridge transition section or a tunnel transition section, the fastener arrangement system comprising a plurality of fasteners, wherein at least some adjacent fasteners of the plurality of fasteners have progressively greater stiffness along a direction of travel of a train;
the stiffness variation amplitude is determined according to the vibration response frequency of the transition section;
the stiffness variation amplitude is determined according to the vibration response frequency of the transition section and is specifically selected according to the following table,
3. a fastener placement system for controlling vibrations in a railway transition section according to claim 2, wherein the magnitude of stiffness variation also takes into account maximum and minimum stiffness permitted for the fasteners, the stiffness of the plurality of fasteners being between the maximum and minimum stiffness.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010833264.0A CN111979850B (en) | 2020-08-18 | 2020-08-18 | Fastener arrangement method and system for controlling vibration of railway transition section |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010833264.0A CN111979850B (en) | 2020-08-18 | 2020-08-18 | Fastener arrangement method and system for controlling vibration of railway transition section |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111979850A CN111979850A (en) | 2020-11-24 |
| CN111979850B true CN111979850B (en) | 2022-04-26 |
Family
ID=73435356
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010833264.0A Active CN111979850B (en) | 2020-08-18 | 2020-08-18 | Fastener arrangement method and system for controlling vibration of railway transition section |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111979850B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101372823A (en) * | 2008-10-14 | 2009-02-25 | 中国船舶重工股份有限公司洛阳分公司 | Design method and structure of resonant type dynamic track vibration damping denoising fastener |
| CN107292046A (en) * | 2017-07-03 | 2017-10-24 | 西南交通大学 | The method of inspection and device of a kind of effect of vibration and noise reduction |
| RU185183U1 (en) * | 2018-06-26 | 2018-11-23 | Павел Михайлович Вилюха | Rail mounting |
| CN110258197A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | The fastener stiffness transition setting method of subway line vibration damping and non-vibration damping changeover portion |
| CN110258199A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Track structure with stiffness transition under vibration-damping ballast and common railway roadbed and plate |
| CN110258200A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Rail system containing vibration-damping ballast and common railway roadbed and fastener stiffness transition structure |
| CN110287555A (en) * | 2019-06-12 | 2019-09-27 | 重庆交通大学 | A kind of method that rail support structures multi-parameter fitting inhibits rail corrugation |
| CN110904744A (en) * | 2019-11-22 | 2020-03-24 | 华东交通大学 | Vibration absorption system for improving steel rail and method for improving vibration absorption performance |
| CN210439071U (en) * | 2019-07-12 | 2020-05-01 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Rail system |
| KR20200065387A (en) * | 2018-11-30 | 2020-06-09 | 한국철도기술연구원 | Movable guide restraint apparatus for reducing vibration noise at turnout for rubber wheel automated guideway transit |
-
2020
- 2020-08-18 CN CN202010833264.0A patent/CN111979850B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101372823A (en) * | 2008-10-14 | 2009-02-25 | 中国船舶重工股份有限公司洛阳分公司 | Design method and structure of resonant type dynamic track vibration damping denoising fastener |
| CN107292046A (en) * | 2017-07-03 | 2017-10-24 | 西南交通大学 | The method of inspection and device of a kind of effect of vibration and noise reduction |
| RU185183U1 (en) * | 2018-06-26 | 2018-11-23 | Павел Михайлович Вилюха | Rail mounting |
| KR20200065387A (en) * | 2018-11-30 | 2020-06-09 | 한국철도기술연구원 | Movable guide restraint apparatus for reducing vibration noise at turnout for rubber wheel automated guideway transit |
| CN110258197A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | The fastener stiffness transition setting method of subway line vibration damping and non-vibration damping changeover portion |
| CN110258199A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Track structure with stiffness transition under vibration-damping ballast and common railway roadbed and plate |
| CN110258200A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Rail system containing vibration-damping ballast and common railway roadbed and fastener stiffness transition structure |
| CN110287555A (en) * | 2019-06-12 | 2019-09-27 | 重庆交通大学 | A kind of method that rail support structures multi-parameter fitting inhibits rail corrugation |
| CN210439071U (en) * | 2019-07-12 | 2020-05-01 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Rail system |
| CN110904744A (en) * | 2019-11-22 | 2020-03-24 | 华东交通大学 | Vibration absorption system for improving steel rail and method for improving vibration absorption performance |
Non-Patent Citations (1)
| Title |
|---|
| "Ⅲ型轨枕有砟轨道动刚度特性研究";亓伟等;《铁道建筑》;20161231(第12期);第90-93页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111979850A (en) | 2020-11-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Setsobhonkul et al. | Lifecycle assessments of railway bridge transitions exposed to extreme climate events | |
| Lakušić et al. | Rail traffic noise and vibration mitigation measures in urban areas | |
| Lichtberger | Track compendium | |
| Witt | The influence of under sleeper pads on railway track dynamics | |
| Sun et al. | Effect of differential ballast settlement on dynamic response of vehicle–track coupled systems | |
| Ntotsios et al. | A comparison of ground vibration due to ballasted and slab tracks | |
| Çeçen et al. | Modal and harmonic response analysis of new CFRP laminate reinforced concrete railway sleepers | |
| Kaewunruen | Acoustic and dynamic characteristics of a complex urban turnout using fibre-reinforced foamed urethane (FFU) bearers | |
| Ngamkhanong et al. | Dynamic train-track interactions over railway track stiffness transition zones using baseplate fastening systems | |
| Kaewunruen | Monitoring in-service performance of fibre-reinforced foamed urethane sleepers/bearers in railway urban turnout systems | |
| Kaewunruen | Effectiveness of using elastomeric pads to mitigate impact vibration at an urban turnout crossing | |
| Sae Siew et al. | Torsional effect on track-support structures of railway turnouts crossing impact | |
| Sañudo et al. | Analysis of the influence of support positions in transition zones. A numerical analysis | |
| Dahlberg | Track issues | |
| Zhao et al. | Application of polyurethane polymer and assistant rails to settling the abnormal vehicle-track dynamic effects in transition zone between ballastless and ballasted track | |
| Kaewunruen et al. | A numerical study to evaluate dynamic responses of voided concrete railway sleepers to impact loading | |
| CN111979850B (en) | Fastener arrangement method and system for controlling vibration of railway transition section | |
| CN107761480A (en) | A kind of method for reducing rail undulatory wear | |
| Navaratnarajah | Application of rubber inclusions to enhance the stability of ballasted rail track under cyclic loading | |
| Shahraki et al. | 3D modeling of transition zone between ballasted and ballastless high-speed railway track | |
| Krylov | Spectra of low-frequency ground vibrations generated by high-speed trains on layered ground | |
| Butorina et al. | Reduction of vibroacoustic effect of high-speed trains | |
| Shi et al. | A comparative study on vertical dynamic responses of three types of elevated railway tracks subjected to a moving train | |
| Wettschureck | Measures to reduce structure-borne noise emissions induced by above-ground, open railway lines | |
| Aggestam | Comparison of the dynamic response and environmental impact between traditional and innovative railway track systems |
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 |