Search

With an emphasis on the combined degradation of railway track geometry and components, a new numerical-analytical method is proposed for predicting the track geometrical vertical levelling loss (VLL). In contrast to previous studies, this research unprecedentedly considers the influence of initial track irregularities (ITI) on VLL under cyclic loadings, elastic-plastic behaviour, and different operational dynamic conditions. The non-linear numerical models are simulated using an explicit finite element package known as LS-Dyna, and their results are validated by full-scale experimental and field measurement data. The outcomes are iteratively regressed by an analytical logarithmic function that cumulates permanent settlements, which innovatively extends the effect of ITI on VLL in a long-term behaviour. For a typical heavy-haul railway operating under 30 tons axle load and 60 km/h train velocity, the result indicates that the set of ITI with the highest standard deviation (SD) of vertical profile (VP) degrades faster (37% on average) than that with the lowest SD. Additionally, our new findings reveal that the worst scenario is related to a train running at 60 km/h and carrying a load of 20 tons/axle in an uneven track whose SD of VP evolves from 3.23 mm at N = 0 (ITI) to 7.20 mm, whereas the best one corresponds to a train at 60 km/h and 30 ton axle load in an uneven track whose SD of VP downgrades from 0.48 to 1.50 mm, both at 3 M cycles (or 60 million gross tons). These findings indicate the importance of considering the ITI for predicting track geometrical VLL under cyclic loadings. Therefore, based on this research, an acceptable condition (thresholds) of ITI can be redefined for a minimum effect on VLL, which can support the development of practical maintenance guidelines to extend the railway track service life.

This article presents a new binocular vision method for accurate deformation measurements of flexible membrane structures. Using enhanced marker points on the membrane, the method identifies areas for displacement measurements, filtering out unwanted image features with scale-invariant feature transform and threshold correlation. It integrates Canny edge recognition and quadratic weighted averaging for precise positioning of measurement points. By comparing reference images and utilizing the principle of minimum distance between matching points, the method achieves fast matching and determines the three-dimensional coordinates of marker points, enhancing measurement efficiency and robustness. This approach has been empirically tested on membrane structures, providing new insights. The results highlight that our novel algorithm can achieve high-precision measurements down to millimeters, and its accuracy increases with the actual displacement of the membrane structure. Notably, this groundbreaking measurement method remains unaffected by the form of the membrane surface, addressing a long-standing challenge in the field.

The emphasis of this study is placed on the investigation into the failure mechanisms of the fabric membranes when exposed to such defective cracks. This experimental study investigates the initial crack of a flat circle and conducts a uniaxial shear test on the membrane materials. The deformation of the membrane materials is obtained through an optical non-contact scanner. Our study has been conducted to assess the crack propagation of fabric membrane materials at different angles. The relationships between crack width and stress together with stress and strain are also obtained. Based on the results, a mechanic of failure on the membrane was proposed. Moreover, new findings into the ductility and energy absorption of the fabric membrane materials have been established to inform the failure mechanisms. [ABSTRACT FROM AUTHOR]

To study the real internal strain response of asphalt pavement and provide crucial data for optimizing pavement design. By burying the fiber grating sensors on site, the strain tests of four asphalt pavement structures under different working conditions were carried out, and the results showed that the static strain time curve is viscoelastic and conforms well to the Bugers model, and the fitting coefficient of determination is 0.98. The strain response of the asphalt surface courses of the four pavement structures under static load shows a double hump variation with the transverse position, with peaks occurring directly beneath the wheel load center. The transverse strain fluctuated between tension and compression, mirroring changes in the lateral position. While longitudinal strains, always tensile, were symmetrically aligned with the centerline of the longitudinal sensors, this pattern differed notably from that of the transverse sensors. In the base layers, the strain profile typically presented a single peak, located at the wheel gap, underscoring a critical area of stress concentration. Numerically, the peak strain of asphalt surface course is larger than that of base course. The most unfavorable loading position of the base course occurs at the wheel gap of the lower base course. The most adverse loading position of the surface course appears at the wheel load at the bottom of the upper or middle course. The research results can provide data support for improving the design method of asphalt pavement. [ABSTRACT FROM AUTHOR]

In recent years, significant research has been conducted to explore the use of 3D triply periodic minimal surface (TPMS) structures for their exceptional vibrational damping properties and their ability to provide a continuous, smooth surface. The emergence of 3D printing has enabled the application of TPMS structures in fields such as medicine and aviation. In civil engineering, the compressive capacity of structures is a fundamental parameter in structural design. To evaluate the potential of porous TPMS structures in civil engineering, we have designed and manufactured four types of Skeletal-TPMS units using Stereolithography (SLA) technology. Axially loaded tests and nonlinear finite element method (NFEM) simulations have been performed to investigate the compressive strength and stiffness of the units. Our findings indicate that compared to solid blocks, the compressive strength of Skeletal-TPMS units decreases by 71.3% to 82.6%, and the stiffness decreases by 64.9% to 79.2%. The Skeletal-SP units show better compressive resistance than Skeletal-IWP units. This study provides new valuable insights for structural design and applications using TPMS structures in civil engineering. [ABSTRACT FROM AUTHOR]