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Article(id=1225751356594635621, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, articleNumber=null, orderNo=null, doi=10.16385/j.cnki.issn.1004-4523.202310052, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1698076800000, receivedDateStr=2023-10-24, revisedDate=1702224000000, revisedDateStr=2023-12-11, acceptedDate=null, acceptedDateStr=null, onlineDate=1770171496771, onlineDateStr=2026-02-04, pubDate=null, pubDateStr=null, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1770171496771, onlineIssueDateStr=2026-02-04, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1770171496771, creator=13701087609, updateTime=1770171496771, updator=13701087609, issue=Issue{id=1225751351125263080, tenantId=1146029695717560320, journalId=1225147924628267009, year='2025', volume='38', issue='10', pageStart='2205', pageEnd='2462', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=1, specialIssue=null, createTime=1770171495466, creator=13701087609, updateTime=1774228911890, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1242769389133611807, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1242769389133611808, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=2297, endPage=2303, ext={EN=ArticleExt(id=1225751358637261728, articleId=1225751356594635621, tenantId=1146029695717560320, journalId=1225147924628267009, language=EN, title=Experimental study on vibration characteristics of track-box girder structure with fastener failure, columnId=null, journalTitle=Journal of Vibration Engineering, columnName=null, runingTitle=null, highlight=null, articleAbstract=

To study the influence of the vibration characteristics of ballastless track on bridge under the failed fasteners, this thesis adopts an existing scale model of ballastless track-box girder structure. Under the random loading, the influence of different invalid fasteners conditions on the vibration response change of the track-box girder structure is discussed. The results show that the peak value of acceleration admittance increases and the peak frequency of admittance moves forward when the fastener fails, it appears in each component of the mid-span section of track-box girder structure, especially appears in the rail and track plate. At the same time, it is found that when the distance between the failure fastener and the observed section is different, the vibration response effect of the rail-box girder components is also different. When the distance between the failure fastener and the observed section within one fastener spacing, the acceleration admittance of each component of the track-box girder increases significantly, with the peak value at the track plate increasing by 1.48 times. When the distance between the failure fastener and the observed section is more than three fastener spacings, the acceleration response increase of each component of the box beam is within 5%. In addition, it is found that the dynamic response of various components of the track-box girder structure is directly proportional to the number of failed fasteners. For example, the peak acceleration admittance of the three fasteners with continuous failure at the track plate is 1.9 times higher than that without failure of fasteners. The maximum increase of peak admittance at the top plate and wing plate is 131% and 82% respectively, while the increase of peak admittance at the web plate and bottom plate of the box girder is approximately less than 25%.

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为研究扣件失效对桥上无砟轨道振动特性的影响，利用既有无砟轨道⁃箱梁结构缩尺模型，研究了随机荷载作用下不同扣件失效工况对轨道⁃箱梁结构振动响应的影响。研究结果表明：当扣件失效时，轨道⁃箱梁结构跨中截面各部件均出现了加速度导纳峰值增大以及导纳峰值频率前移的现象，且在钢轨和轨道板处变化尤为显著。失效扣件与观测截面的距离不同时，轨道⁃箱梁各部件振动响应也不同，当失效扣件在观测截面左右一个扣件间距范围内时，轨道⁃箱梁各部件加速度导纳显著增大，其中轨道板处导纳峰值增大1.48倍；当失效扣件距离观测截面超过3个扣件间距时，箱梁各板件加速度响应增幅均在5%以内。轨道⁃箱梁结构各部件动力响应增幅与扣件失效数量成正比，轨道板处连续失效3个扣件时加速度导纳峰值与无损伤时相比增大1.9倍；箱梁顶板及翼板处导纳峰值最大增幅分别为131%和82%，而箱梁腹板及底板处变化较小，峰值响应增幅约在25%以内。

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罗锟（1978—），男，博士，教授。E-mail：
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figureFileBig=suoHhGuYzh82Zx+CjkoD/A==, tableContent=null), ArticleFig(id=1225751369844441573, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751356594635621, language=CN, label=图9, caption=梁体结构各部件加速度导纳峰值及峰值频率曲线, figureFileSmall=8L6r89bo17KTw0ytQ4ZTXQ==, figureFileBig=suoHhGuYzh82Zx+CjkoD/A==, tableContent=null), ArticleFig(id=1225751369949299178, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751356594635621, language=EN, label=Tab. 1, caption=

Model system material parameters

, figureFileSmall=null, figureFileBig=null, tableContent=
构件物理量数值
钢轨密度/(kg·m-3)6500
弹性模量/GPa175
扣件竖向刚度/(MN·m-1)1.25
竖向阻尼/(kN·s·m-1)0.083
轨道板密度/(kg·m-3)2166.67
弹性模量/GPa29.58
橡胶板竖向刚度/(MN·m-1)100
竖向阻尼/(kN·s·m-1)0.692
底座板密度/(kg·m-3)2166.67
弹性模量/GPa25
箱梁密度/(kg·m-3)2166.67
弹性模量/GPa25
支座竖向刚度/(MN·m-1)365
竖向阻尼/(kN·s·m-1)0.833
), ArticleFig(id=1225751371366973934, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751356594635621, language=CN, label=表1, caption=

模型系统材料参数

, figureFileSmall=null, figureFileBig=null, tableContent=
构件物理量数值
钢轨密度/(kg·m-3)6500
弹性模量/GPa175
扣件竖向刚度/(MN·m-1)1.25
竖向阻尼/(kN·s·m-1)0.083
轨道板密度/(kg·m-3)2166.67
弹性模量/GPa29.58
橡胶板竖向刚度/(MN·m-1)100
竖向阻尼/(kN·s·m-1)0.692
底座板密度/(kg·m-3)2166.67
弹性模量/GPa25
箱梁密度/(kg·m-3)2166.67
弹性模量/GPa25
支座竖向刚度/(MN·m-1)365
竖向阻尼/(kN·s·m-1)0.833
), ArticleFig(id=1225751371501191669, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751356594635621, language=EN, label=Tab. 2, caption=

Failure conditions of fasteners

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工况编号扣件失效情况
一无损伤
二第21组扣件失效
三第23组扣件失效
四第25组扣件失效
五第26组扣件失效
六第25、26组扣件失效
七第24、25和26组扣件失效
), ArticleFig(id=1225751371618632184, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751356594635621, language=CN, label=表2, caption=

扣件失效工况

, figureFileSmall=null, figureFileBig=null, tableContent=
工况编号扣件失效情况
一无损伤
二第21组扣件失效
三第23组扣件失效
四第25组扣件失效
五第26组扣件失效
六第25、26组扣件失效
七第24、25和26组扣件失效
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扣件失效下轨道⁃箱梁结构振动特性试验研究
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罗锟 1, 2 , 陈鹏 1, 2 , 甄慧杰 1, 2 , 王伟 1, 2 , 姜兴 3
振动工程学报 | 2025,38(10): 2297-2303
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振动工程学报 | 2025, 38(10): 2297-2303
扣件失效下轨道⁃箱梁结构振动特性试验研究
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罗锟1, 2 , 陈鹏1, 2, 甄慧杰1, 2, 王伟1, 2, 姜兴3
作者信息
  • 1.华东交通大学铁路环境振动与噪声教育部工程研究中心，江西　南昌　330013；
  • 2.华东交通大学轨道交通基础设施性能监测与保障国家重点实验室，江西　南昌　330013；
  • 3.柳州铁道职业技术学院，广西　柳州　545616

通讯作者:

罗锟（1978—），男，博士，教授。E-mail：
Experimental study on vibration characteristics of track-box girder structure with fastener failure
Kun LUO1, 2 , Peng CHEN1, 2, Huijie ZHEN1, 2, Wei WANG1, 2, Xing JIANG3
Affiliations
  • 1.Engineering Research Center of Railway Environmental Vibration and Noise, Ministry of Education, East China Jiaotong University, Nanchang 330013, China
  • 2.State Key Laboratory of Performance Monitoring Protecting of Rail Transit Infrastructure, East China Jiaotong University, Nanchang 330013, China
  • 3.Liuzhou Railway Vocational and Technical College, Liuzhou 545616, China
doi: 10.16385/j.cnki.issn.1004-4523.202310052
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摘要
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为研究扣件失效对桥上无砟轨道振动特性的影响，利用既有无砟轨道⁃箱梁结构缩尺模型，研究了随机荷载作用下不同扣件失效工况对轨道⁃箱梁结构振动响应的影响。研究结果表明：当扣件失效时，轨道⁃箱梁结构跨中截面各部件均出现了加速度导纳峰值增大以及导纳峰值频率前移的现象，且在钢轨和轨道板处变化尤为显著。失效扣件与观测截面的距离不同时，轨道⁃箱梁各部件振动响应也不同，当失效扣件在观测截面左右一个扣件间距范围内时，轨道⁃箱梁各部件加速度导纳显著增大，其中轨道板处导纳峰值增大1.48倍；当失效扣件距离观测截面超过3个扣件间距时，箱梁各板件加速度响应增幅均在5%以内。轨道⁃箱梁结构各部件动力响应增幅与扣件失效数量成正比，轨道板处连续失效3个扣件时加速度导纳峰值与无损伤时相比增大1.9倍；箱梁顶板及翼板处导纳峰值最大增幅分别为131%和82%，而箱梁腹板及底板处变化较小，峰值响应增幅约在25%以内。

扣件失效  /  动力响应  /  缩尺模型  /  加速度导纳

To study the influence of the vibration characteristics of ballastless track on bridge under the failed fasteners, this thesis adopts an existing scale model of ballastless track-box girder structure. Under the random loading, the influence of different invalid fasteners conditions on the vibration response change of the track-box girder structure is discussed. The results show that the peak value of acceleration admittance increases and the peak frequency of admittance moves forward when the fastener fails, it appears in each component of the mid-span section of track-box girder structure, especially appears in the rail and track plate. At the same time, it is found that when the distance between the failure fastener and the observed section is different, the vibration response effect of the rail-box girder components is also different. When the distance between the failure fastener and the observed section within one fastener spacing, the acceleration admittance of each component of the track-box girder increases significantly, with the peak value at the track plate increasing by 1.48 times. When the distance between the failure fastener and the observed section is more than three fastener spacings, the acceleration response increase of each component of the box beam is within 5%. In addition, it is found that the dynamic response of various components of the track-box girder structure is directly proportional to the number of failed fasteners. For example, the peak acceleration admittance of the three fasteners with continuous failure at the track plate is 1.9 times higher than that without failure of fasteners. The maximum increase of peak admittance at the top plate and wing plate is 131% and 82% respectively, while the increase of peak admittance at the web plate and bottom plate of the box girder is approximately less than 25%.

fastener failure  /  dynamic response  /  scale model  /  acceleration admittance
罗锟, 陈鹏, 甄慧杰, 王伟, 姜兴. 扣件失效下轨道⁃箱梁结构振动特性试验研究. 振动工程学报, 2025 , 38 (10) : 2297 -2303 . DOI: 10.16385/j.cnki.issn.1004-4523.202310052
Kun LUO, Peng CHEN, Huijie ZHEN, Wei WANG, Xing JIANG. Experimental study on vibration characteristics of track-box girder structure with fastener failure[J]. Journal of Vibration Engineering, 2025 , 38 (10) : 2297 -2303 . DOI: 10.16385/j.cnki.issn.1004-4523.202310052
正文
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扣件作为高速铁路轨道结构中的重要连接部件，具有保持轨道几何形位和降低轨道振动的作用[1⁃3]，然而在车辆荷载反复作用下，扣件常常出现不同程度损伤，并致使钢轨支撑刚度不均、轮轨间的相互作用力增大等现象，严重影响高速列车运行的安全性与平稳性[4⁃5]。因此，研究扣件失效对于高速铁路的安全服役具有重要意义。
对于扣件失效问题，国内外学者已开展一系列的研究，其中SMUTNY[6]对扣件的疲劳伤损机理进行研究，得到了钢轨扣件的动态响应关系。KAEWUNRUEN等[7]通过建立有限元模型，分析了轨枕存在间隙下的垂向振动模态。OREGUI等[8]建立了不同类型的扣件简化模型，研究了扣件模型构建方式对单节轨枕轨道垂向动力学的影响。MORALES⁃IVORRA等[9]利用仿真软件VAMPIRE，研究了铁路轨道中扣件失效对轮轨接触动力的影响。韦凯等[10⁃11]以中国高速铁路无砟轨道WJ⁃7B、WJ⁃8B与Vossloh300扣件弹性垫板为研究对象，利用万能试验机和温度箱，测试-60~70 ℃时3类弹性垫板的静态力学特征和动态力学特征。翁长根等[12]基于横向有限元与无砟轨道板段单元的车轨系统竖向振动分析方法，研究了一对和多对扣件失效时城市轨道交通列车‑浮置板式轨道系统的竖向振动响应。魏纲等[13]基于结构动力学理论建立地铁列车⁃整体道床耦合分析模型，研究了列车速度、扣件失效数量和轨道不平顺对地铁车轨振动的影响。周钦悦等[14]采用动柔度法建立了高速列车⁃无砟轨道⁃桥梁系统垂向耦合频域分析模型，对比分析不同扣件失效工况对系统在较宽频范围内动力学响应的影响规律。高亮等[15]通过建立WJ⁃8扣件精细化分析模型，研究了扣件在不同受力阶段的垂向非线性刚度行为，并分析了不同扣件失效类型对车辆⁃轨道系统动力响应特性的影响。肖新标等[16⁃17]建立了非对称车辆⁃轨道耦合模型，分析了地面铁路轨道扣件失效对车辆动态脱轨及乘车舒适度的影响。康熙等[18]采用复特征值法研究了轮轨滑动工况下车轮⁃钢轨⁃扣件系统有限元模型的稳定性。孙旭等[19]利用SIMPACK软件建立车辆⁃柔性轨道耦合动力学模型，通过设置弹条失效和扣件系统失效两种模式，对车辆运行安全性、平稳性及车辆⁃轨道相互作用进行了分析和评价。
综上分析可知，既有研究多以理论分析和数值计算等方法研究扣件的疲劳损伤机理及动力响应影响，而基于实际工况的模拟试验研究有待进一步深入。因此，本文基于设计制作的无砟轨道箱梁结构缩尺模型探讨单点荷载激振下、不同扣件失效对轨道⁃箱梁结构的振动特性影响，并以此为辨识扣件失效的依据，快速判断扣件服役状态，确保行车安全运营。
1　轨道⁃桥梁结构缩尺模型
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以CRTS⁃Ⅱ型板式无砟轨道箱梁结构为原型，采用10∶1的几何相似比，设计制作3.2 m无砟轨道箱梁结构缩尺模型，模型从上至下分别由钢轨、扣件、轨道板、CA砂浆、底座板、箱梁以及支座组成。模型参数如表1所示，模型与原型之间各参量相似关系的详细推导与验证参见文献[20]，设计制作的模型如图1所示。
2　模型试验
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2.1　试验原理
加速度导纳是傅里叶变换后的加速度响应和输入激励信号的比值，反映了结构自身的固有振动特性，和输入的激励无关。在激振荷载作用下，将结构的加速度响应和激振力的时域信号进行傅里叶变换并求商，可得加速度导纳值，其表达式为：
SAF(b)=u¨(b)F(b)
式中，u¨(b)为实测加速度信号的傅里叶变换；F(b)为激振器力信号的傅里叶变换。
试验中，由振动测试系统输出随机猝发信号，再经过功率放大器放大，输出至激振器，激振器将信号以力的形式作用于轨道⁃箱梁结构。同时，由力传感器和加速度传感器实时采集激振力信号和轨道⁃箱梁结构各断面的加速度信号，再返回至测试软件处，并利用模态参数估计法进行分析，得到加速度导纳值。详细的试验流程如图2所示。
2.2　扣件失效工况及测点布置
在轨道⁃箱梁缩尺模型中，沿列车前进方向共有51组扣件，其中第26组扣件处为箱梁跨中截面。为研究不同扣件失效情况对于轨道⁃箱梁结构的振动响应影响，本试验共设计了7种工况，工况设置如表2所示，扣件失效示意图如图3所示。其中，工况一至工况五设置对比试验时，旨在研究不同扣件失效间距下各测点的振动响应变化；工况一、工况五、工况六及工况七设置对比试验时，旨在研究不同失效扣件数量下各测点的振动响应变化。
以轨道⁃箱梁结构跨中截面作为观测截面，布置8个振动信号采集点，分别为钢轨（C1）、轨道板顶面（C2）、混凝土底座板顶（C3）、梁体（C4）、梁体顶板（C5）、翼缘板（C6）、腹板（C7）和底板（C8），每个测点至少采集10组有效数据，取其平均值进行分析，信号采样频率设为4096 Hz。详细的振动响应采集点位置如图4所示。将缩尺模型钢轨两侧扣件拆除来模拟单组扣件失效，实验室测试图如图5所示。
2.3　测试仪器
测试仪器主要如下，数据采集使用HEAD数据采集分析系统，包括HEAD Recorder（HEAD acoustics）和HEAD Artemis（HEAD acoustics）。激励信号控制使用LMS公司的310系统（24通道数据采集系统，A/D24位）；HEA⁃200C型功率放大器和HEV⁃200型激振器；振动传感器采用PCB 333B2型加速度传感器。
3　试验结果分析
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3.1　不同扣件失效间距下的竖向传递特性
基于上述缩尺模型进行振动试验，对工况一至工况五进行动力加载，以加速度导纳为评价指标，处理分析轨道⁃箱梁结构8个测点的振动响应数据，得到轨道⁃箱梁结构振动加速度导纳频域曲线如图6和7所示。
由图6可知，钢轨与轨道板处加速度导纳在出现扣件失效后变化明显。扣件失效会导致钢轨处导纳峰值主频前移并伴随导纳峰值的增大，且扣件失效位置越靠近观测截面，峰值频率前移量越大。无扣件失效的情况下，钢轨在3068 Hz附近出现了明显的加速度导纳峰值，大小为57.897 m·s2/N；工况二~五时，导纳峰值频率分别为3049、2970、2940和2914 Hz，导纳大小分别为64.684、62.372、64.684和64.783 m·s2/N。无扣件失效的情况下，轨道板加速度导纳峰值大小为2.602 m·s2/N；工况二~五时，导纳峰值大小分别为3.495、4.151、5.960和6.464 m·s2/N，导纳峰值最大增加了1.48倍。在底座板处，扣件损伤后，也出现了相应的加速度峰值响应增大以及加速度峰值主频前移，但由于激励在竖向振动传递过程中从轨道板传递至底座板时橡胶层消耗了一部分能量，所以损伤前后响应变化幅度略有衰减，导纳峰值最大增幅达50%左右。
由图7可知，当失效扣件距离观测截面在1个扣件间距内时，顶板与翼板处加速度导纳在出现扣件失效后加速度响应变化明显。无扣件失效的情况下，顶板在2889 Hz附近出现了明显的加速度导纳峰值，大小为0.254 m·s2/N；工况二~五时，导纳峰值频率分别为2886、2883、2901和2913 Hz，导纳大小分别为0.286、0.280、0.425和0.445 m·s2/N，导纳值与无损伤相比最大增幅为75%。无扣件失效的情况下，翼板在3000 Hz附近出现了明显的加速度导纳峰值，大小为0.588 m·s2/N；工况二~五时，导纳峰值频率分别为2997、2988、2946和2936 Hz，导纳峰值前移量最多达到了约80 Hz。导纳大小分别为0.643、0.611、0.775和0.812 m·s2/N，导纳值增幅最大为38%。腹板及底板在扣件损伤与无损伤时，板件整体振动响应趋势十分相近，损伤后加速度峰值响应与无损伤相比增幅均在15%以内。当失效扣件距离观测截面超过3个扣件间距时，箱梁各板件加速度响应增幅不大，最大约为5%。
3.2　不同扣件失效数量下的竖向传递特性
基于上述缩尺模型，对工况五~七进行动力加载，分析处理轨道结构的4个测点加速度导纳数据，绘制轨道结构加速度导纳频域曲线如图8所示。
由图8可知，扣件失效会导致钢轨处导纳峰值主频前移，其中钢轨在无扣件失效的情况下，在3100 Hz附近出现了峰值；当存在扣件失效时，钢轨加速度导纳在2900 Hz附近出现峰值，导纳峰值频率前移近300 Hz，且钢轨处加速度导纳峰值随着扣件失效数目的增加而相应增大。钢轨在无损伤情况时加速度导纳峰值为57.897 m·s2/N，而连续3个扣件失效时加速度导纳峰值为76.726 m·s2/N，增幅约为33%。轨道板在无扣件失效的情况下，加速度导纳最大值为2.382 m·s2/N，在连续3个扣件失效时加速度导纳最大值为6.914 m·s2/N，加速度导纳峰值与无损伤时相比增大了1.9倍。这是由于扣件作为连接钢轨及轨道板的重要部件，失效后导致结构支撑连续性遭到破坏，引起结构刚度变化，加剧了轨道板处的振动响应。
对工况五~七进行动力加载，对箱梁处4个测点加速度导纳峰值及峰值频率进行绘制，如图9所示。
由图9可知，顶板无损伤处加速度导纳峰值为0.254 m·s2/N，而单个扣件失效，连续2个扣件失效以及连续3个扣件失效加速度导纳峰值分别为0.445、0.535和0.585 m·s2/N，加速度导纳峰值与无损伤时相比最多增加了1.31倍。翼板处无损伤时导纳峰值频率为3000 Hz，加速度导纳最大值为0.588 m·s2/N；连续3个扣件失效时其导纳峰值频率为2916 Hz，加速度导纳最大值为1.068 m·s2/N，加速度导纳峰值与无损伤时相比最多增加了82%。腹板以及底板在扣件损伤时较无损伤时相比也出现了相应的加速度峰值响应增大以及加速度峰值主频前移，但是主频前移量以及峰值响应变化极小。
4　结论
收起
基于设计制作的无砟轨道箱梁结构缩尺模型，开展了不同扣件失效工况下轨道⁃箱梁结构振动响应的模型试验研究，得到以下结论：
（1）在出现扣件失效损伤后，结构支撑连续性遭到破坏，轨道⁃箱梁结构跨中截面各部件均出现了加速度导纳峰值增大以及峰值频率前移的现象，其中钢轨处导纳峰值频率最多前移近300 Hz。
（2）当失效扣件距离观测截面在1个扣件间距内时，轨道⁃箱梁各部件加速度导纳增加显著，其中轨道板处导纳峰值增加了1.48倍，顶板处导纳峰值增加了75%；当失效扣件距离观测截面超过3个扣件间距时，箱梁各板件加速度响应增幅均在5%以内。
（3）轨道⁃箱梁结构各部件动力响应增大幅度与扣件失效数量成正比，其中以轨道板处响应最为明显，连续3个扣件失效加速度导纳峰值与无损伤时相比增大了1.9倍；箱梁顶板及翼板处加速度导纳峰值在扣件失效后最大增幅分别为131%和82%；而箱梁腹板及底板处变化较小，峰值响应增幅约在25%以内。
（4）扣件失效会导致钢轨、轨道板、顶板及翼板处动力响应变化显著，在工程实际中，可以密切关注上述部件振动响应变化，并以此作为辨识扣件失效的依据之一。
基金
收起
  • 国家自然科学基金资助项目(52178424; 51868023)
  • 江西省自然科学基金重点项目(20224ACB204018)
  • 江西省国家科技奖后备项目培育计划(20223AEI91004)
  • 江西省教育厅科技项目(GJJ2205122; GJJ171313)
文献
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2025年第38卷第10期
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doi: 10.16385/j.cnki.issn.1004-4523.202310052
  • 接收时间：2023-10-24
  • 首发时间：2026-02-04
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  • 收稿日期：2023-10-24
  • 修回日期：2023-12-11
基金
国家自然科学基金资助项目(52178424; 51868023)
江西省自然科学基金重点项目(20224ACB204018)
江西省国家科技奖后备项目培育计划(20223AEI91004)
江西省教育厅科技项目(GJJ2205122; GJJ171313)
作者信息
    1.华东交通大学铁路环境振动与噪声教育部工程研究中心，江西　南昌　330013；
    2.华东交通大学轨道交通基础设施性能监测与保障国家重点实验室，江西　南昌　330013；
    3.柳州铁道职业技术学院，广西　柳州　545616

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罗锟（1978—），男，博士，教授。E-mail：
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2种不同金属材料的力学参数
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
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红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
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