Improvement of Automatic Measurement Evaluation System for Subway Structures by Adjacent Excavation

This study evaluated the structural stability of subway structures based on adjacent excavations by comparing automatically measured and numerically analyzed data. The reliability of the automated measurement methodology was evaluated by first applying probability statistical analysis to the measured results and then comparing these results with the numerically analyzed results. An improvement in the calculation method evaluation system, including the method of processing and analysis of the automatically measured data of subway structures through the average value of probability density, was proposed. As a result of the field measurement and numerical analysis, the measured results of tunnel displacement and track deformation exhibited some differences. However, it was determined that the construction stage and location where the maximum values of the tunnel displacement and track deformation occurred had similarities.

Effects of Differential Subgrade Settlement on Slab Track Deformation Based on a DEM-FDM Coupled Approach

Slab track structures become deformed under the effects of differential subgrade settlement. According to the properties of the China Railway Track System (CRTS) II slab track on a subgrade, a three-dimensional (3D) coupled model based on both the discrete element method (DEM) and finite difference method (FDM) was developed. The slab track and subgrade were simulated using the FDM and DEM, respectively. The coupled model was verified. The deformation of the slab track and contact forces of gravel grains in the surface layer of the subgrade were studied under differential subgrade settlement. The effects of settlement wavelength, settlement amplitude, and other types of settlements were also discussed. The results demonstrate that the settlement amplitude and settlement wavelength of the subgrade have significant effects on track deformation. The deformation amplitude of the slab track increases nonlinearly with an increasing settlement amplitude of the subgrade. Increases in the settlement wavelength and amplitude of the subgrade significantly increase the maximum value of the contact force of the gravel grains in the subgrade. The maximum contact force of gravel grains near the boundaries of the settlement section can reach two to three times that of the unsettled condition, which makes it easy to accelerate the plastic settlement of the subgrade.

Influence of climatic conditions on the occurrence of wheel track deformation on asphalt paved roads

When the car moves, a vertical, longitudinal and transverse dynamic force is generated, where there is a link between the road cover and the wheel. Repeated loads from vehicles and the impact of climatic factors lead to deformation in the pavement and pavement of the road. In deformation and deformation, the geometric dimensions and durability of the road pavement are lost. Disturbances-loss of dimensions and loss of durability of parts of the construction is understood. In practice, all types of deformation and distortion are often regarded as a drawback of road conditions [1].

In Situ Characterization of the Effect of Twin-Microstructure Interactions on {1 0 1 2} Tension and {1 0 1 1} Contraction Twin Nucleation, Growth and Damage in Magnesium

Through in situ electron backscatter diffraction (EBSD) experiments, this paper uncovers dominant damage mechanisms in traditional magnesium alloys exhibiting deformation twinning. The findings emphasize the level of deleterious strain incompatibility induced by twin interaction with other deformation modes and microstructural defects. A double fiber obtained by plane-strain extrusion as a starting texture of AM30 magnesium alloy offered the opportunity to track deformation by EBSD in neighboring grains where some undergo profuse {1 0 1 2} twinning and others do not. For a tensile loading applied along extrusion transverse (ET) direction, those experiencing profuse twinning reveal a major effect of grain boundaries on non-Schmid behavior affecting twin variant selection and growth. Similarly, a neighboring grain, with its ⟨c⟩-axis oriented nearly perpendicular to tensile loading, showed an abnormally early nucleation of {1 0 1 1} contraction twins (2% strain) while the same {1 0 1 1} twin mode triggering under ⟨c⟩-axis uniaxial compression have higher value of critical resolved shear stress exceeding the values for pyramidal ⟨c + a⟩ dislocations. The difference in nucleation behavior of contraction vs. compression {1 0 1 1} twins is attributed to the hydrostatic stresses that promote the required atomic shuffles at the core of twinning disconnections.

Rail vehicle model motion analysis on curved track with vertical irregularity

The properties of a classic railway track largely depend on the properties of the sub-grade, which is most often a natural creation. Atmospheric phenomena (e.g. temperature changes, heavy rainfall) can locally reduce the elasticity of the subgrade and create conditions conducive to permanent track deformation. One of the most common forms of a track fragment destruction is the loss of foundation support (one or several neighbouring sleepers) resulting from the indentation of the ballast material in the subgrade. The pressure of a vehicle passing through a damaged section of the track causes the so-called dynamic track irregularity. The impact of dynamic track vertical irregularity on the values of wheel-rail contact forces of a passing vehicle was investigated. The model of the passenger wagon-track system was created using the VI-Rail tool. The vehicle motion on curves with different values of track radius and superelevations was investigated. Vertical track irregularities occur on the internal rail only. The lengths of the track irregularity correspond to one, two or three sleepers unsupported on one side. The test results are presented in the form of diagrams and referred to applicable standards and regulations.

LAND SUBSIDENCE MONITORING WITH MULTI-TRACK SAR DATA

In this study, we investigated wide-area land subsidence in Hebei Plain using 78 C-band Sentinel-1A SAR images acquired from May 2017 to May 2018 covering two tracks. High-precision time series retrieval was performed by NSBAS technology based on a single track. The offset deformation values of two tracks calculated in this paper were −0.09 mm/year, and the multi-track deformation rate was successfully merged. Using the cross-validation of redundant observations in the multi-track overlap area to evaluate the accuracy, and it was found that 90% pixel difference between the two track overlap areas was within 9 mm. The standard deviation was 5.38 mm, and the subsidence trend of the overlap area was consistent. Twenty-four subsidence bowls were extracted, and the maximum subsidence rate reached −62 mm/year.

Mapping relationship between dynamic responses of high-speed trains and additional bridge deformations

Deformations of high-speed railways accumulate over time and affect the geometry of the track, thus affecting the running safety of trains. This article proposes a new method to map the relationship between dynamic responses of high-speed trains and additional bridge deformations. A train–track–bridge coupled model is established to determine relationship between the dynamic responses (e.g. accelerations and wheel–rail forces) of the high-speed trains and the track deformations caused by bridge pier settlement, girder end rotation, and girder camber. The dynamic responses are correlated with the track deformation. The mapping relationship between bridge deformations and running safety of trains is determined. To satisfy the requirements of safety and riding comfort, the suggested upper thresholds of pier settlement, girder end rotation, and girder camber are 22.6 mm, 0.92‰ rad, and 17.2 mm, respectively. This study provides a method that is convenient for engineers in evaluation and maintenance of high-speed railway bridges.

Effect of Long-Term Bridge Deformations on Safe Operation of High-Speed Railway and Vibration of Vehicle–Bridge Coupled System

Operation safety of high-speed trains is dependent on their vibration characteristics, which vary with bridge deformation. This paper studies the influence of bridge pier settlement and girder creep camber, which are two typical types of long-term bridge deformation, on the vibration of high-speed trains. To this end, an analytical approach is presented to link the bridge deformation with railway track deformation; the track deformation is used to analyze the vibration of the CRH2 high-speed train in China. The vibration analysis results are validated using the in-situ measurement data. The present study shows that bridge pier settlement greatly affects the vertical acceleration, derailment coefficient and wheel unloading rate of the high-speed train; incorporating bridge girder camber aggravates the vibration of the train–bridge system. The threshold of bridge pier settlement is suggested to be 11.1[Formula: see text]mm for trains moving at 350[Formula: see text]km/h with regard to the code-specified vibration limit. This study has significant implications for the design and operation of high-speed railways.