The paper presents an analytical method of identifying the curvature of the turnout diverging track consisting of sections of varying curvature. Both linear and nonlinear (polynomial) curvatures of the turnout divergi...The paper presents an analytical method of identifying the curvature of the turnout diverging track consisting of sections of varying curvature. Both linear and nonlinear (polynomial) curvatures of the turnout diverging track are identified and evaluated in the paper. The presented method is a universal one;it enables to assume curvature values at the beginning and end point of the geometrical layout of the turnout. The results of dynamics analysis show that widely used in railway practice, clothoid sections with nonzero curvatures at the beginning and end points of the turnout lead to increased dynamic interactions in the track-vehicle system. The turnout with nonlinear curvature reaching zero values at the extreme points of the geometrical layout is indicated in the paper as the most favourable, taking into account dynamic interactions occurring in the track-vehicle system.展开更多
In the novel approach to the diagnostic tests of continuous welded rail （CWR） track by the use of the tamping machine, the fundamental statement related to the recording of the curvature with a definite value of the...In the novel approach to the diagnostic tests of continuous welded rail （CWR） track by the use of the tamping machine, the fundamental statement related to the recording of the curvature with a definite value of the lateral displacement being subjected to verification, can provide a basis for the determination of the longitudinal axial force in the rail. An attempt has also been made to define an alternative factor which by means of the measured signals, could be used for the determination of the axial forces in the rail sections. A power engineering approach has been adopted to this concept. Within the framework of the experimental investigations, measurements were carried out in the track test section. The investigations were based on stretching the rail sections by stretchers and on lateral displacements of the track by the tamping machine. The operation of the measuring apparatus was also tested in the experimental railway track section while carrying out the geometrical adjustments by the tamping machine. As a result of next series of the investigation carried out in 2006-2007, the authors worked out a procedure of estimating the longitudinal forces in rails of CWR track.展开更多
文摘The paper presents an analytical method of identifying the curvature of the turnout diverging track consisting of sections of varying curvature. Both linear and nonlinear (polynomial) curvatures of the turnout diverging track are identified and evaluated in the paper. The presented method is a universal one;it enables to assume curvature values at the beginning and end point of the geometrical layout of the turnout. The results of dynamics analysis show that widely used in railway practice, clothoid sections with nonzero curvatures at the beginning and end points of the turnout lead to increased dynamic interactions in the track-vehicle system. The turnout with nonlinear curvature reaching zero values at the extreme points of the geometrical layout is indicated in the paper as the most favourable, taking into account dynamic interactions occurring in the track-vehicle system.
文摘In the novel approach to the diagnostic tests of continuous welded rail （CWR） track by the use of the tamping machine, the fundamental statement related to the recording of the curvature with a definite value of the lateral displacement being subjected to verification, can provide a basis for the determination of the longitudinal axial force in the rail. An attempt has also been made to define an alternative factor which by means of the measured signals, could be used for the determination of the axial forces in the rail sections. A power engineering approach has been adopted to this concept. Within the framework of the experimental investigations, measurements were carried out in the track test section. The investigations were based on stretching the rail sections by stretchers and on lateral displacements of the track by the tamping machine. The operation of the measuring apparatus was also tested in the experimental railway track section while carrying out the geometrical adjustments by the tamping machine. As a result of next series of the investigation carried out in 2006-2007, the authors worked out a procedure of estimating the longitudinal forces in rails of CWR track.
