道路交通事故清障救援装备专用作业装置测试与评价

针对道路交通事故综合救援装备专用作业装置存在功能不匹配、性能适应性差等问题,参照《清障车》(QC/T 645)和《道路车辆清障救援操作规范》(JT/T 891),提出了道路交通事故清障救援装备专用作业装置的测试与评价方法。并在此基础上,以某型道路交通事故综合救援装备为例,分别选取空载、额定载荷、超载、侧绞盘载荷、托臂载荷、扶正等系列工况测评。验证结果表明:该型道路交通事故综合救援装备的功能和性能均合格。     

不同核电设计体系管道应力分析载荷后处理研究

不同核电设计体系对管道应力分析载荷后处理的要求也不相同,Pipestress后处理程序POSTR功能强大且开放性较强,但相对M310和AP1000后处理的相关要求却针对性较弱。支架载荷、接管载荷、管道位移输出时无法自动对指定工况进行载荷组合。文中通过对AP1000、M310载荷后处理组合要求的深入分析,研究如何在Pipestress环境下利用POSTR程序实现不同核电体系的载荷组合要求,并形成标准命令流,从而达到了减少出错几率,提高工作效率的目的。     

局部减薄埋地三通塑性极限内压的有限元分析

针对埋地三通外表面局部减薄缺陷,采用弹塑性有限元分析软件ANSYS,研究了单一内压作用下外壁局部减薄埋地等径三通的塑性极限栽荷。考虑几何非线性和材料非线性,分析了缺陷尺寸的变化和位置沿主管底部轴向变化对埋地三通塑性极限载荷影响的变化规律和失效模式,根据腐蚀区的载荷一应变图,对模型的塑性极限载荷进行了预测,研究结果可为含局部减薄等径三通结构设计和安全评定提供理论依据和数值参考。     

压力容器大开孔结构的极限载荷分析

为防止压力容器大开孔结构塑性垮塌，保障结构安定性，利用ANSYS软件分别按载荷系数法和塑性垮塌载荷法对某压力容器大开孔结构进行极限载荷分析，采用极限载荷法和弹性应力分类法相结合的方法，结果表明结构满足总体准则、局部准则和安定性要求。给出了大开孔结构极限载荷分析求解过程，可为极限载荷分析法的应用提供借鉴。     

基于CAESARⅡ的集油管道跨越段应力分析

集油管道跨越段需要考虑的载荷与一般线路段相比较复杂,主要是增加了因风载、雪载、检修活载等引起的位移载荷,以及考虑地震的影响。在姬十联外输管道千井沟跨越段应用了CAESARⅡ软件,分别开展了水压试验应力、持续应力、热胀应力、固定推力支墩约束受力及位移分析及核算,并以ASME B31.3-2012、ASME B31.4-2010作为计算结果的判定依据,实践表明该软件计算结果合理。     

机动车检测专用轴（轮）重仪的检定过程和实际情况分析

随着经济的发展,我国机动车的数量在不断增加,机动车逐渐成为了公众出行的重要交通工具。为了能够进一步有效保障相关机动车辆的安全性能,在实际使用过程中最大限度地保障司乘人员及其他人的人身安全和财产安全,需要对机动车轴载荷（或轮载荷）质量用机动车检测专用轴（轮）重仪进行称量,以确定机动车轴载荷（或轮载荷）的分布情况是否符合车辆要求。本文依据国家计量检定规程JJG1014-2019《机动车检测专用轴（轮）重仪》的要求,对如何提高检定质量和检定效率,怎样及时解决检定过程中遇到的实际问题,检定过程中需要注意的事项等做出了分析,并提出了相应的解决方法。     

Ⅲ型载荷分量对N80套管钻井用钢断裂韧性的影响

采用PLD-100微机控制电液伺服疲劳试验机、金相显微镜、SEM和EDS等,研究了不同III型载荷分量对N80套管钻井用钢断裂韧性的影响。试验结果表明:N80钢由铁素体、上贝氏体和回火索氏体3种不同的显微组织构成。由于断口形貌的不同,在不同III型载荷分量下,N80钢具有不同的总体断裂韧性;III型断裂韧性分量和I型断裂韧性分量之间呈线性相关性。     

家用轿车节油措施分析

该论文探讨了家用轿车节油措施。运用发动机原理及汽车理论,对家用轿车使用中存在的认识误区进行分析。规范了汽车启动、热车、起步、挡位变换和车速控制等节油驾驶要领,明确了车辆滑行、车辆日常维护、优化行车路线等措施的节油机理,强调了降低车辆载荷、了解汽车新技术的重要性。     

平板载荷试验中影响地基承载力的因素探讨

文章结合平板载荷试验原理,从砂垫层、尺寸效应、土拱效应及其他因素等方面,对影响平板载荷试验测试地基承载力的因素进行分析,结果表明:复合地基中砂垫层是影响试验成败的关键;"尺寸效应"影响一定范围内的软土地基,在试验中对载荷板面积的确定应在允许的范围内适当增大;"土拱效应"普遍存在于桩土复合地基承载力试验中,应将"土拱效应"的强弱及影响范围作为土工织物活性材料桩参数设计及施工的一个适当的考虑因素。     

截止阀波纹管的结构参数对其应力影响分析

选取特定工况下截止阀波纹管建立有限元模型,在有限元结构分析基础上研究波纹管在相同压力载荷和轴向位移载荷下结构尺寸的变化对应力分布的影响规律。研究表明,波纹管在压力载荷和轴向位移载荷下,结构尺寸对应力分布影响较大,并且在不同工况下结构尺寸对波纹管应力分布影响不同,相同载荷下波纹管的不同位置应力分布不同。     

轨道交通地下车站屏蔽门与列车间隙的分析探讨

轨道交通客流高峰时,地下车站站台屏蔽门与列车之间的间隙如果不当,往往会对乘客的安全产生影响。通过介绍屏蔽门限界确定方法,分析了屏蔽门与列车间隙产生的原因,提出了几种调整间隙的方法和辅助安全措施,并对各种方法的特点加以总结。     

地铁列车客室车门运营安全设计需求研究

通过对近年来地铁车辆客室车门发生故障原因及风险因素的分析,从地铁车辆客室车门运营安全的角度.提出了限制车门与站台边缘以及屏蔽门之间间隙等十余条车门运营安全设计的需求.     

地铁车站火灾工况气流组织研究

结合深圳地铁一期工程车站消防热烟试验有关资料,提供屏蔽门系统制式车站站厅或站台公共区火灾工况的防排烟气流组织要点和结果,以期得出符合工程消防要求的结论,供同类型工程设计参考。     

屏蔽门对地铁车站环境的影响

针对地铁车站是否安装全封闭屏蔽门的站内环境，根据舒适度理论对车站实测结果进行了分析，提出了屏蔽门对站内环境舒适度不利的观点，建议客观、合理地认识地铁屏蔽门系统。     

An investigation of passenger interchange and train standing time at LRT stations: (ii) Estimation of standing time

The standing-time of trains at urban rail stations is pertinent to determining the line capacity and fleet size. The assumption of uniform boarding and alighting leads to under-estimation of the standing time. It is shown that the train standing-time is related to the fraction of boarders and the maximum demand for boarding and alighting at a door. It is further shown that the probability distribution of passengers at a door depends on the platform entrance locations. A methodology that takes into account the above factors is proposed for estimating the train standing-time.     

Train design features affecting boarding and alighting of passengers

Accurately predicting train dwell time is critical to running an effective and efficient service. With high‐density passenger services, large numbers of passengers must be able to board and alight the train quickly – and within scheduled dwell times. Using a specially constructed train mock‐up in a pedestrian movement laboratory, the experiments outlined in this paper examine the impact of train carriage design factors such as door width, seat type, platform edge doors and horizontal gap on the time taken by passengers to board and alight. The findings illustrate that the effectiveness of design features depends on whether there are a majority of passengers boarding or alighting. An optimum door width should be between 1.7 and 1.8 m. The use of a central pole and platform edge doors produced no major effects, but a 200 mm horizontal gap could increase the movement of passengers. There is no clear effect of the type of seats and neither the standbacks between 50, 300 and 500 mm. Further research will look for the relationship between the dwell time and the characteristics of passengers such as personal space. Copyright © 2017 John Wiley & Sons, Ltd.     

On passenger saturation flow in public transport doors

In previous studies the authors have shown passengers’ boarding and alighting times for the Transantiago system obtained at the Pedestrian Accessibility and Movement Environment Laboratory (PAMELA) of University College London. Following this line of research, the aim of this paper is to demonstrate the existence of pedestrian saturation flows in public transport doors and show some values of this variable under different conditions. The methodology to achieve this aim was real-scale experiments performed in both PAMELA and the Human Dynamics Laboratory at Universidad de los Andes in Santiago de Chile. Different groups of people getting off a mock-up of a public transport vehicle were recorded by means of video cameras. The videos were then visually processed to find values of passenger saturation flow according to door configurations. The variables studied were the vertical gap between the platform and the vehicle chassis and the width of the door. Results indicate that it is possible to define values of passenger saturation flows for different characteristics of public transport doors. These values proved to be statistically sensitive to both the vertical gap and the width of the door. In addition, results indicate that there seems to be both a vertical gap and a door width for which the flow of passenger reaches its optimum rate.     

Reduced dwell times resulting from train–platform improvements: the costs and benefits of improving passenger accessibility to metro trains

Abstract

This paper examines whether a dwell time reduction on a high-intensity metro service, as a result of a series of accessibility enhancements, can contribute to an increased level of service and accessible public transport for passengers together with a reduction in costs for the operator. Actual train operation data were collected by on-site observations and from London Underground Ltd. A simple simulation is built to represent the effect on the overall cycle times of trains if certain parameters (e.g. dwell time) are changed. Four models are developed, concerning: (1) step height between train and platform, (2) an assumption of passenger service time to be no longer than 20 s, (3) door width and (4) the combination of step height and door width. From the application of the models it appears that the fourth model provides the highest reduction in dwell time and diminishes the overall cycle times of trains. However, it is the most expensive to implement as it requires work to raise platforms and the purchase of new rolling stock.     

轨道交通地下车站风井布置对隧道温度影响的分析

轨道交通地下车站在采用屏蔽门系统时,需要依靠自然通风使隧道降温。地下车站采用不同的风井布置将对隧道产生不同的降温效果。通过采用地铁环境模拟SES程序,分析了不同风井布置方案对隧道降温的影响。     

轨道交通隧道防淹门系统及门扇受力分析计算

针对轨道交通隧道防淹门系统的设计,介绍了该系统的结构和工作原理,应用Ansys软件建立防淹门门扇的结构模型,并对其进行有限元分析。通过门扇的应力分析及变形分析来进行门扇的结构设计,确保门扇的制造经济性和使用可靠性。