CN115964920A - Method for estimating void length of CA mortar bed of ballastless track based on finite element simulation - Google Patents
Method for estimating void length of CA mortar bed of ballastless track based on finite element simulation Download PDFInfo
- Publication number
- CN115964920A CN115964920A CN202310252142.6A CN202310252142A CN115964920A CN 115964920 A CN115964920 A CN 115964920A CN 202310252142 A CN202310252142 A CN 202310252142A CN 115964920 A CN115964920 A CN 115964920A
- Authority
- CN
- China
- Prior art keywords
- void
- track
- deformation speed
- finite element
- train
- 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
- 239000011800 void material Substances 0.000 title claims abstract description 89
- 238000004088 simulation Methods 0.000 title claims abstract description 37
- 238000000034 method Methods 0.000 title claims abstract description 36
- 239000004570 mortar (masonry) Substances 0.000 title claims abstract description 27
- 238000013507 mapping Methods 0.000 claims abstract description 13
- 238000005457 optimization Methods 0.000 claims abstract description 11
- 239000002245 particle Substances 0.000 claims abstract description 10
- 230000003247 decreasing effect Effects 0.000 claims abstract description 9
- 238000001514 detection method Methods 0.000 claims description 7
- 238000005259 measurement Methods 0.000 abstract description 13
- 230000008859 change Effects 0.000 description 8
- 230000004044 response Effects 0.000 description 7
- 201000010099 disease Diseases 0.000 description 4
- 208000037265 diseases, disorders, signs and symptoms Diseases 0.000 description 4
- 238000004422 calculation algorithm Methods 0.000 description 3
- 239000007787 solid Substances 0.000 description 3
- 239000000463 material Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000004458 analytical method Methods 0.000 description 1
- 239000010426 asphalt Substances 0.000 description 1
- 238000009412 basement excavation Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000004568 cement Substances 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000005094 computer simulation Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000004445 quantitative analysis Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Train Traffic Observation, Control, And Security (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses a finite element simulation-based method for estimating the void length of a CA mortar bed of a ballastless track, which comprises the following steps: establishing a train-track finite element dynamic model and presetting initial simulation parameters; obtaining maximum deformation speed distribution data of the track slab; obtaining the optimal position of the track slab for measuring the deformation speed according to the linear decreasing particle swarm optimization method and the maximum deformation speed distribution data; obtaining the deflection slope distribution data of the track slab; and obtaining a mapping relation corresponding to the void length and the deflection slope, and obtaining the void length to be estimated. The method realizes that a complex mathematical relation does not need to be established under a dynamic condition. The problem that the optimal track slab deformation speed measuring position is difficult to select under different running speeds and different void conditions of the train is solved, the universality of track slab deformation speed measurement under the conditions of different running speeds and different void lengths can be met, the running speed of the train is not limited in actual measurement, and various void lengths can be compatibly measured.
Description
Technical Field
The application relates to the technical field of track diseases, in particular to a method for estimating the void length of a CA mortar layer of a ballastless track based on finite element simulation.
Background
Compared with a ballast track, the ballastless track has the advantages of high stability, uniform rigidity, long service life and the like, and is widely applied. The CRTS II type plate ballastless track is a novel high-speed track structure which is improved and innovated in Germany Bo grid type ballastless tracks in China and is formed by combining a plurality of layers of thin plate structures, wherein the structure comprises a track plate, a CA (Cement Asphalt) mortar layer and a supporting layer from top to bottom. The track plate is widely used on high-speed passenger transportation lines such as Jing Hu, jingjin and HuHangzhou in China at present, but various structural diseases gradually appear along with the increase of the use time. According to actual research, the void and open joint between the CA mortar layer and the track slab are common diseases.
The CA mortar layer is emptied from a small range, the CA mortar layer is developed rapidly, and under the influence of the impact dynamic load and the natural environment of the train, the CA mortar layer is easily developed into a transverse complete penetration state, and a large number of existing researches show that the emptying length has the most obvious influence on the safety of train operation. The existing track slab void detection method mainly adopts qualitative detection, namely, void is found, but void length information cannot be quantitatively given, and manual field measurement still needs to be relied on, so that the workload is undoubtedly greatly increased, the efficiency is extremely low, and a rapid and reliable void length estimation method is urgently needed to replace manual detection.
Various instantaneous dynamic response indexes of the track slab can be obtained based on the finite element model, and the key point of the method is to establish effective association between CA mortar void and various dynamic response indexes for realizing accurate estimation of void length. The variable-speed train tracking method has the advantages that each response index is continuously changed due to the change of the running speed of the train, the uncertainty of the relationship between the quantitative analysis void length and the dynamic response index of the track is greatly increased, in addition, the dynamic response index of the track can be changed due to different void lengths, the mapping relationship between the void length and the instantaneous dynamic response index of the track slab can be optimally estimated under the interference of various uncertain factors, accurate numerical reference is provided for the actual estimation of the void length of the track slab, and the variable-speed train tracking method is a key problem which is mainly solved by the patent.
Disclosure of Invention
In view of the above, the application provides a method for estimating the void length of a CA mortar layer of a ballastless track based on finite element simulation, which includes establishing a train-track finite element dynamic model, researching the position of the maximum deformation speed generated on the surface of a track plate when a train passes through CA mortar void damaged areas with different lengths at different speeds, calculating and analyzing the change rule of the deflection slope of the track plate and the relation between the change rule and the void length through the deformation speed, and further realizing the dynamic estimation of the void length of the CA mortar layer of the ballastless track.
The application provides a finite element simulation-based method for estimating the void length of a CA mortar bed of a ballastless track, which comprises the following steps:
establishing a train-track finite element dynamic model, and presetting initial simulation parameters related to the train-track finite element dynamic model, wherein the initial simulation parameters comprise train running speed and void length;
obtaining maximum deformation speed distribution data of the track slab according to the train-track finite element dynamic model and the initial simulation parameters;
obtaining the optimal position of the track slab for measuring the deformation speed according to the linear decreasing particle swarm optimization method and the maximum deformation speed distribution data;
measuring an optimal position according to the deformation speed to obtain the deflection slope distribution data of the track slab;
and obtaining a mapping relation between the void length and the deflection slope according to the distribution number of the deflection slope of the track slab, and obtaining the void length to be estimated according to the actually measured void length based on the mapping relation.
Optionally, the initial simulation parameters have void lengths of 0, 0.65, 1.3, 1.95, 2.6, 3.25 and 3.9m, and the void centers of different void areas corresponding to the series of void length values are all located at the same position.
Optionally, obtaining maximum deformation velocity distribution data comprises:
acquiring the instantaneous deformation speed of the track slab when the track slab passes through the void area at different train running speeds;
and determining the maximum deformation speed based on a preset rule that the maximum deformation speed occurs in the void center and the nearby area and according to the instantaneous deformation speed.
Optionally, the initial simulation parameters further include train length.
Optionally, the train running speed of the initial simulation parameters is 100km/h, 200km/h and 300km/h.
Optionally, obtaining the optimal position of the deformation speed measurement according to a linear decreasing particle swarm optimization method, and obtaining the optimal position by the following formula,
wherein ,
position of maximum deformation speed, <' > v>
Is the distance between the train wheel and the center at the corresponding moment>
And S is an optimized target fitness function for the optimal detection distance.
Optionally, in the mapping relationship, the two deflection slope values corresponding to each void length are a maximum value and a minimum value of the deflection slope at the void center position.
Therefore, the application has the following beneficial effects:
(1) In the prior art, finite element simulation analysis under the condition of void is limited to obtaining the deformation speed of the track slab, deep excavation is not carried out, the deformation speed of the track slab is influenced by the running speed of a train, and the correlation between the deformation speed and the void length of the track slab cannot be really established. The patent provides a finite element model-based method for analyzing the influence of the void power of a CA mortar layer of a CRTS-II ballastless track, and the method comprises the steps of setting a void condition of finite element simulation, selecting a track plate deformation speed measuring point, determining a measuring position of the optimal deformation speed of the surface of the track plate under a dynamic condition based on a linear degressive particle swarm optimization algorithm, calculating the deflection slope at the optimal position, and further establishing an effective mapping relation between the void length and the deflection slope. The method realizes the estimation of the void length according to the change of the deformation speed of the track slab under the dynamic condition without establishing a complex mathematical relation.
(2) Under the dynamic condition, the train wheel set can produce different deformation speed in wheel set the place ahead different positions when passing through the void region, in order to realize the more effective differentiation to different void length, need select a position apart from train wheel set center fixed distance, the demand that satisfies track board deformation speed measuring under different speed and the void length of maximum. The patent provides a method for solving the optimal deformation speed measurement position of a track slab based on a linear decreasing particle swarm optimization method, the distance difference between the position with the maximum deformation speed under each condition and the center of a wheel set at the corresponding moment is calculated, then the difference is made with the optimal detection distance to be solved, and the sum of the absolute values is taken as the fitness function S for solving. The optimal measurement distance can be obtained after the solution, the distance can meet the universality of the measurement of the deformation speed of the track slab to the maximum extent under the conditions of different running speeds and different void lengths, the running speed of a train is not required to be limited in the actual measurement, and various void lengths can be compatibly measured.
The estimation method provided by the application is based on a finite element simulation model, and the optimal speed measurement position is solved, so that the effective distinguishing of different void lengths can be realized directly according to the change of the deflection slope of the track slab under the dynamic condition of train operation, the effective association between the two is established, the influence of the train operation speed and the void length is avoided, and the requirement of actual measurement can be met.
Drawings
The technical solutions and other advantages of the present application will become apparent from the following detailed description of specific embodiments of the present application when taken in conjunction with the accompanying drawings.
FIG. 1 is a vehicle-track finite element kinetic model of the present application;
FIG. 2 is a schematic diagram of the CA mortar layer void setting and the measuring point distribution;
FIG. 3 is a general flowchart of the method for dynamically estimating the void length according to the present application;
fig. 4 is a maximum deformation speed position distribution of the track slab of the present application;
FIG. 5 is a graph of the deflection slope profile for different speeds and voiding conditions of the present application;
FIG. 6 is a line graph of a void length to deflection slope mapping of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the embodiments of the present application. It should be apparent that the described embodiments are only a few embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the description of the present application, it is to be understood that the terms "first", "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.
In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically connected, may be electrically connected or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as the case may be.
The following disclosure provides many different embodiments or examples for implementing different features of the application. To simplify the disclosure of the present application, specific example components and arrangements are described below. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
Referring to fig. 3, the present application provides a method for estimating a void length of a CA mortar layer of a ballastless track through finite element simulation, and a processing flow of the method includes the following steps.
S1: establishing a train-track finite element dynamic model, and presetting initial simulation parameters related to the train-track finite element dynamic model, wherein the initial simulation parameters comprise train running speed and void length.
Specifically, firstly, a vehicle-track finite element dynamic model is established, and a beam-solid model is selected as the model, so that the actual stress and deformation conditions of the ballastless track can be reflected more truly. The steel rail is simulated by adopting a beam unit, the track plate, the mortar layer, the supporting layer and the land base are simulated by adopting a solid unit, the fastener is simulated by adopting a spring unit, and the rest of connections are simulated by adopting a contact unit.
The beam-solid model needs to calculate a large number of nodes, in order to reduce the amount of calculation, a track foundation model of half of the actual roadbed track is established, and the final modeling result is shown in fig. 1.
As an exemplary initial simulation parameter, it may consider the overall length of the train, and in order to eliminate the boundary effect of the model, the model is composed of 20 track plates with a length of 129m.
The void lengths of the initial simulation parameters can be exemplarily set to be 0, 0.65, 1.3, 1.95, 2.6, 3.25 and 3.9m respectively in the longitudinal direction of the CA mortar layer, and the void lengths are completely void in height, so that the void diseases possibly occurring are covered as much as possible, and the reliability of the result is improved.
On the aspect of dynamic simulation parameter design, three running speeds of 100km/h, 200km/h and 300km/h are selected.
S2: and obtaining the maximum deformation speed distribution data of the track slab according to the train-track finite element kinetic model and the initial simulation parameters.
Through modeling and parameter setting of S1, various dynamic response indexes related to the track slab can be obtained through simulation. In order to analyze the relationship between the deformation speed and the void length of the track slab with emphasis, the time and the position of the maximum deformation speed of the track slab at different times are counted at three operating speeds, as shown in fig. 4.
Under the conditions, three running speeds of 100km/h, 200km/h and 300km/h are set, the train passes through 7 void length areas of 0.65-3.9m at the three running speeds, and the instantaneous deformation speed of the track slab when the train wheel pair passes through the void areas is recorded and analyzed. When the train wheel pair passes through the void areas with different lengths at the three speeds, the positions where the maximum deformation speeds occur are concentrated in the void center and the nearby areas, the positions change along with the difference of the void lengths and the relative positions of the train wheel pair, and the specific positions where the maximum deformation speeds of the track slabs occur are recorded.
S3: and according to a linear decreasing particle swarm optimization method, obtaining the optimal position of the track slab for measuring the deformation speed according to the maximum deformation speed distribution data.
Specifically, based on the obtained maximum deformation speed position distribution information of the track slab, an optimal measurement position for the deformation speed of the track slab needs to be determined, and the dynamic measurement requirements of various speeds and void lengths can be met.
A specific demonstration of using the linear decreasing particle swarm optimization algorithm may be: firstly, a target fitness function S is set, and the position of the maximum deformation speed under each condition is calculated
Wheel pair center at corresponding time>
Is then compared with the optimum detection distance to be solved>
And (4) making a difference, and taking the sum of absolute values of the differences as a solved fitness function S. Finally, under the conditions set by the patent, the optimal position (or position) for measuring the deformation speed of the track slab can be determined>
Is 2.4m away from the center of the train wheel set;
s4: and measuring the optimal position according to the deformation speed to obtain the deflection slope distribution data of the track slab.
Specifically, based on the optimal speed measurement position obtained in step three, the corresponding track slab deflection slope is calculated, and finally, distribution curves of the track slab deflection slope at three train operation speeds can be obtained, as shown in fig. 5.
And S4, measuring the optimal position according to the deformation speed to obtain the deflection slope distribution data of the track slab.
Specifically, the change of the deflection slope reaches a peak value at the void center, under the conditions of three running speeds of 100km/h, 200km/h and 300km/h, distinct distinguishing bands appear on the deflection slope corresponding to different void lengths, a maximum value max and a minimum value min exist at the void center in the corresponding regions, and the maximum value and the minimum value are taken as mapping values of the corresponding void lengths.
At the position of the void center, 3 groups of deflection slope data exist in each void length region, the deflection slope data are numbered from top to bottom, and 18 deflection slope data are obtained except the void condition. Void lengths 0.65, 1.3, 1.95, 2.6, 3.25 and 3.9m are numbered 1-6, respectively. At this time, as shown in fig. 6, a mapping relationship corresponding to the deflection slope may be established for each of the six kinds of void lengths. And the two deflection slope values corresponding to each void length are the maximum value and the minimum value of the deflection slope at the void center position. And finally, searching the corresponding void length according to the actually measured deflection slope of the track slab, and realizing the automatic estimation of the void length.
It needs to be reminded again that this application obviously produced following wisdom contribution to prior art:
the method comprises the steps of obtaining data of deformation speed of a track slab under dynamic load of a train by using a finite element model numerical simulation means, recording the time and the position of the maximum deformation speed, setting a target optimization function based on a linear decreasing particle swarm optimization algorithm, solving the optimal relative position of the deformation speed of the track slab measured under the action of a train wheel set, calculating the change condition of the deflection slope of the track slab based on the deformation speed of the track slab at the optimal position, further establishing a mapping relation between the clearance length and the deflection slope of the track slab, realizing dynamic estimation of the clearance length of the CA mortar layer of the ballastless track, and providing a brand-new solution for estimation of the clearance length of the ballastless track slabs of the same type.
The above description is only for the preferred embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application.
Claims (7)
1. A method for estimating a void length of a CA mortar layer of a ballastless track based on finite element simulation is characterized by comprising the following steps:
establishing a train-track finite element dynamic model, and presetting initial simulation parameters related to the train-track finite element dynamic model, wherein the initial simulation parameters comprise train running speed and void length;
obtaining maximum deformation speed distribution data of the track slab according to the train-track finite element kinetic model and the initial simulation parameters;
obtaining the optimal position of the track slab for measuring the deformation speed according to the linear decreasing particle swarm optimization method and the maximum deformation speed distribution data;
measuring an optimal position according to the deformation speed to obtain the deflection slope distribution data of the track slab;
and obtaining a mapping relation between the void length and the deflection slope according to the distribution number of the deflection slope of the track slab, and obtaining the void length to be estimated according to the actually measured void length based on the mapping relation.
2. The method for estimating the void length of the CA mortar layer of the ballastless track based on the finite element simulation of claim 1, wherein the void lengths of the initial simulation parameters are 0, 0.65, 1.3, 1.95, 2.6, 3.25 and 3.9m, and void centers of different void areas corresponding to a series of void length values are located at the same position.
3. The method for estimating the void length of the CA mortar layer of the ballastless track based on the finite element simulation according to claim 1, wherein obtaining the maximum deformation speed distribution data comprises:
acquiring the instantaneous deformation speed of the track slab when the track slab passes through the void area at different train running speeds;
and determining the maximum deformation speed based on a preset rule that the maximum deformation speed occurs in the void center and the nearby area and according to the instantaneous deformation speed.
4. The finite element simulation-based estimation method for the ballastless track CA mortar bed void length is characterized in that the initial simulation parameters further comprise train length.
5. The method for estimating the void length of the CA mortar layer of the ballastless track based on the finite element simulation of claim 1, wherein the train running speed of the initial simulation parameters is 100km/h, 200km/h and 300km/h.
6. The method for estimating the void length of the CA mortar layer of the ballastless track based on the finite element simulation of claim 1, wherein the optimal position for measuring the deformation speed is obtained according to a linear decreasing particle swarm optimization method and is obtained by the following formula,
wherein ,
position of maximum deformation speed,. According to the present invention>
Is the distance between the train wheel and the center at the corresponding moment>
And S is an optimized target fitness function for the optimal detection distance.
7. The method for estimating the void length of the CA mortar layer of the ballastless track based on the finite element simulation as recited in claim 1, wherein in the mapping relationship, the two deflection slope values corresponding to each void length are a maximum value and a minimum value of the deflection slope at the void center position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310252142.6A CN115964920B (en) | 2023-03-16 | 2023-03-16 | Finite element simulation-based ballastless track CA mortar layer void length estimation method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310252142.6A CN115964920B (en) | 2023-03-16 | 2023-03-16 | Finite element simulation-based ballastless track CA mortar layer void length estimation method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115964920A true CN115964920A (en) | 2023-04-14 |
| CN115964920B CN115964920B (en) | 2023-05-16 |
Family
ID=85894707
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310252142.6A Active CN115964920B (en) | 2023-03-16 | 2023-03-16 | Finite element simulation-based ballastless track CA mortar layer void length estimation method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115964920B (en) |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002254583A (en) * | 2001-03-02 | 2002-09-11 | Mitsubishi Polyester Film Copp | Laminated polyester film |
| CN105631124A (en) * | 2015-12-28 | 2016-06-01 | 北京交通大学 | Ballastless track damage analysis method performing combined solution based on definite element expansion and fatigue analysis |
| CN106126790A (en) * | 2016-06-17 | 2016-11-16 | 北京交通大学 | Track interlayer gap based on concrete elastic-plastic model safeguards appraisal procedure on opportunity |
| CN109490971A (en) * | 2018-11-29 | 2019-03-19 | 江苏北极星交通产业集团有限公司 | The detection restorative procedure that composite pavement comes to nothing |
| CN109614674A (en) * | 2018-11-28 | 2019-04-12 | 武汉大学 | A kind of ballastless track of high-speed railway interlayer off-seam is come to nothing dynamic testing method |
| CN109895808A (en) * | 2019-02-26 | 2019-06-18 | 武汉武大卓越科技有限责任公司 | Track off-seam detection method and velocity-measuring system |
| CN110188442A (en) * | 2019-05-23 | 2019-08-30 | 南京金蓝智慧城市规划设计有限公司 | High-speed rail ballastless track roadbed basis couples dynamic finite-element simulation analysis method |
| CN111310270A (en) * | 2020-02-27 | 2020-06-19 | 中南大学 | Calculation method for track mapping deformation of high-speed railway bridge after earthquake-induced damage |
| CN111859724A (en) * | 2020-05-27 | 2020-10-30 | 中铁第四勘察设计院集团有限公司 | Hybrid-driven ballastless track fatigue life prediction method and system |
| CN115577635A (en) * | 2022-10-25 | 2023-01-06 | 华东交通大学 | Method for analyzing reliability of void length of mortar filling layer of in-service bridge-ballastless track system |
-
2023
- 2023-03-16 CN CN202310252142.6A patent/CN115964920B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002254583A (en) * | 2001-03-02 | 2002-09-11 | Mitsubishi Polyester Film Copp | Laminated polyester film |
| CN105631124A (en) * | 2015-12-28 | 2016-06-01 | 北京交通大学 | Ballastless track damage analysis method performing combined solution based on definite element expansion and fatigue analysis |
| CN106126790A (en) * | 2016-06-17 | 2016-11-16 | 北京交通大学 | Track interlayer gap based on concrete elastic-plastic model safeguards appraisal procedure on opportunity |
| CN109614674A (en) * | 2018-11-28 | 2019-04-12 | 武汉大学 | A kind of ballastless track of high-speed railway interlayer off-seam is come to nothing dynamic testing method |
| CN109490971A (en) * | 2018-11-29 | 2019-03-19 | 江苏北极星交通产业集团有限公司 | The detection restorative procedure that composite pavement comes to nothing |
| CN109895808A (en) * | 2019-02-26 | 2019-06-18 | 武汉武大卓越科技有限责任公司 | Track off-seam detection method and velocity-measuring system |
| CN110188442A (en) * | 2019-05-23 | 2019-08-30 | 南京金蓝智慧城市规划设计有限公司 | High-speed rail ballastless track roadbed basis couples dynamic finite-element simulation analysis method |
| CN111310270A (en) * | 2020-02-27 | 2020-06-19 | 中南大学 | Calculation method for track mapping deformation of high-speed railway bridge after earthquake-induced damage |
| CN111859724A (en) * | 2020-05-27 | 2020-10-30 | 中铁第四勘察设计院集团有限公司 | Hybrid-driven ballastless track fatigue life prediction method and system |
| CN115577635A (en) * | 2022-10-25 | 2023-01-06 | 华东交通大学 | Method for analyzing reliability of void length of mortar filling layer of in-service bridge-ballastless track system |
Non-Patent Citations (4)
| Title |
|---|
| LIANG ZHANG ET AL.: "Multiple Vehicle-like Target Tracking Based on the Velodyne LIDAR", IFAC PROCEEDINGS VOLUMES * |
| 刘洋;任娟娟;吴亚平;刘学毅;: "道岔板底脱空对桥上纵连板式无砟道岔受力性能的影响", 中国铁道科学 * |
| 哨冠华等: "CRTS II型无砟轨道轨道板脱空的病害分析", 科技创新导报 * |
| 毛庆洲等: "铁路钢轨外观与几何状态智能检测关键技术研究", 铁道车辆 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115964920B (en) | 2023-05-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101532917B (en) | Quick load test method for bridge carrying capacity | |
| Karoumi et al. | Monitoring traffic loads and dynamic effects using an instrumented railway bridge | |
| CN107016197B (en) | Roadbed settlement prediction method and roadbed settlement prediction system | |
| CN110927257A (en) | Detection system and method for detecting compaction quality of affected area of basic flight area | |
| CN111290295A (en) | Decision support system for wheel-rail interface lubrication and friction control | |
| CN103306185A (en) | Bituminous pavement track field evaluation method | |
| CN112900212A (en) | Maintenance method of dynamic maintenance mechanism based on road management maintenance | |
| JP2018004469A (en) | Structure changed state detection system, structure changed state detection method, and program | |
| CN114775382A (en) | Ultrasonic-based road surface quality detection method for highway traffic engineering | |
| CN115964920A (en) | Method for estimating void length of CA mortar bed of ballastless track based on finite element simulation | |
| CN109029541B (en) | Track corrugation detection method | |
| CN116385047B (en) | Project cost prediction method based on multidimensional data analysis | |
| CN106503378B (en) | A kind of flat vertical line shape Evaluation Method of Mechanical Property of road based on transverse acceleration and vertical acceleration | |
| Gedafa et al. | Network level testing for pavement structural evaluation using a rolling wheel deflectometer | |
| CN109610253B (en) | Method for evaluating slurry leakage hazard grade of ballastless track subgrade | |
| CN111832618A (en) | Method for matching track dynamic and static inspection data | |
| CN109629347B (en) | Method for evaluating slurry leakage hazard grade of ballastless track subgrade | |
| Shrestha et al. | Pavement Condition Data from Traffic Speed Deflectometer for Network Level Pavement Management | |
| CN110344327A (en) | A kind of cable-stayed bridge upper rail control net real-time grid DEM method of CPIII point | |
| CN116187116A (en) | Beam bridge load test method based on time course curve | |
| Machelski et al. | Deformation of buried corrugated metal box structure under railway load | |
| CN109142155B (en) | Road interface characteristic testing device and method | |
| Shi et al. | Experimental investigation on dynamic behaviour of heavy-haul railway track induced by heavy axle load | |
| Zhang | Comparison of Condition Evaluation Methods for Flexible Pavement, and Exploration of Ride Quality Assessment through Vibration Frequency Analysis | |
| Känsälä et al. | Acceleration sensor technology for rail track asset condition monitoring |
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 |