131 results about "Transverse stiffness" patented technology

The present invention relates to reinforced polyamide molding compounds containing high-melting partially aromatic polyamides and flat glass fibers, in particular with a rectangular cross section, i.e., glass fibers with a noncircular cross-sectional area and a dimension ratio of the main cross-sectional axis to the secondary cross-sectional axis of 2 to 6, in particular 3 to 6, most especially preferably from 3.5 to 5.0. The present invention also relates to a method for manufacturing polyamide molding compounds and molded articles manufactured therefrom, i.e., in particular injection-molded parts. The inventive molded parts have a high transverse stiffness and transverse strength.

The invention relates to the field of track beams, in particular to a straddle type single-track double-box rectangular steel-concrete composite track beam structure. The straddle type single-track double-box rectangular steel-concrete composite track beam structure comprises two steel-concrete track main beams parallel to each other; the two steel-concrete track main beams are connected through crossbeams below and a low plain longitudinal; each steel-concrete track main beam comprises a steel beam structure with a box-type cross section and a concrete cuboid structure with a rectangular cross section; each concrete cuboid structure is positioned above the corresponding steel beam structure and is connected with the steel beam structure through shear nails; the span of each steel-concrete track main beam is 30-80 meters; the cross beams are I beams and are in bolt connection with cross beam connecting plates of the steel-concrete track main beams; the low plain longitudinal is a diamond truss, and plain main rod piece parts are respectively connected with the steel-concrete track main beams and the cross beams. The straddle type single-track double-box rectangular steel-concrete composite track beam structure can be suitable for building double-line large-span track beams, and the double-line large-span track beams are large in span, high in transverse stiffness and high in transverse stress performance structurally.

A method for producing a silicon torsion spring capable, for example, of reading the rotation rate in a microstructured torsion spring/mass system. The system that is produced achieves a low torsional stiffness compared to a relatively high transverse stiffness in the lateral and vertical directions. The method proceeds from a wafer or wafer composite and, upon suitable mask coverage, a spring with a V-shaped cross section is formed by anisotropic wet-chemical etching which preferably extends over the entire wafer thickness and is laterally delimited only by [111] planes. Two of the wafers or wafer composites prepared in this way are rotated through 180° and joined to one another oriented mirrorsymmetrically with respect to one another, so that overall the desired X-shaped cross section is formed.

The invention discloses a reinforcement method of an earthed corrugated steel plate-concrete combined arch bridge. According to the method, an earthed corrugated steel plate-concrete combined arch ring has greatly enhanced strength and rigidity; concretes at the top of an upper steel plate can be used for improving the durability, shock resistance and flame resistance of the arch ring; a reinforced concrete ring beam can be used for protecting a road foundation protective slop and improving the whole transverse stiffness of a composite structure; a reinforced concrete unloading plate can be used for enlarging the stress region of the structure and reducing stress and deformation of the arch ring due to automobile mobile load; a galvanized corrugated steel tube can be used for alleviating the dead load of the combined arch ring, reducing the stress and deformation of the combined arch ring and improving the span and aesthetic feeling of the structure. The reinforcement method has the characteristics of low construction cost, high construction speed, good durability, low maintenance cost, environmental friendliness, and the like, and has favorable application prospect in middle-span or small-span bridges and culverts.

The invention relates to a high precision six-degree-of-freedom optical component posture adjustment device and the field of optical component precision adjustment technology in large scale optical load, and problems including large mass and low transverse stiffness in the adjustment mechanism in the prior art are solved. The device comprises a fixed platform with a Y-shaped structure, six linear actuators arranged on the fixed platform, a movable platform and six rotary supporting hinges which are respectively connected with the six linear actuators, wherein each angle of each adjacent two mounting surfaces in three mounting surfaces of the Y-shaped structure is 120 degrees, three groups of linear actuators are respectively fixed to the three mounting surfaces of the fixed platform, the rotary supporting hinges comprises two connecting bases which is fixedly connected with the movable platform and the linear actuators, two offset universal hinges which are respectively connected with the two connecting bases and a fixed-length rotating hinge of which two ends are respectively connected with two offset universal hinges, and six first connecting bases in the six rotary supporting hinges are oppositely arranged on the movable platform. According to the invention, the device has advantages of high precision, light weight, high stiffness and stable imaging quality.

The invention discloses a lateral pile-plank structure suitable for a rocky abrupt-slope embankment. According to the lateral pile-plank structure, reliable retaining is provided for an abrupt-slope road in a mountain area, the transverse stiffness coordination of the road bed is effectively controlled, non-uniform settlement is avoided, the operation comfortableness of an expressway or high-speed railway is improved and safety accidents are avoided. The lateral pile-plank structure comprises cantilever piles (3), reinforced concrete slabs (2) and fills, wherein the cantilever piles (3) are arranged on the lower side of the abrupt-slope embankment, in the extending direction of the embankment, at intervals; the lower parts of the cantilever piles (3) are anchored in a rock body; the reinforced concrete slabs (2) are laid below a pavement structural layer (1); the outer ends of the reinforced concrete slabs (2) are fixedly connected with the tops of the cantilever piles (3); the fills are placed at the rear parts of the cantilever piles (3); geogrids (4) are vertically laid in the fills in a layering manner.

The invention discloses an ultra-light composite beam structure suitable for a large-span bridge and a construction method of the ultra-light composite beam structure. The ultra-light composite beam structure is mainly composed of steel beams and bridge deck slab units, wherein bridge deck slab unit comprise profile steel-UHPC light composite bridge deck slabs and peripheral seam constructions; the profile steel-UHPC light composite bridge deck slabs are composed of UHPC plates and profile steel, the profile steel used as longitudinal rib is arranged at the bottoms of the UHPC plates; and thelongitudinal and transverse seam constructions are T-shaped seams. The ultra-light composite beam structure suitable for the large-span bridge has the advantages that the cost is low, the welding amount is little, and risks of fatigue cracking are greatly reduced; meanwhile, the anti-bending inertia moment is higher, the cracking risk of the bridge deck slabs is reduced, fracture in a high tensilestress area is avoided, and the shrinkage fracture is further avoided; the longitudinal and transverse stiffness is convenient to match, self-weight of the bridge deck slabs is reduced, and the requirement of lifting capacity on site is not high; and the construction risk is reduced, the pouring amount on site is small, the workload of dabbing is small, a steel bar at a seam position does not need to be bound, the operation is simple, and the construction is easy.

The invention relates to a main girder slide die carrier system and a construction method of cable-stayed bridges, with steps as follows: when the construction 0^# segment is finished, a bailey truss sliding die carrier is extended, which is divided into three groups that respectively move forward to next row of supporting piers; a construction segment bottom die is dragged to place; a fore-fulcrum elevation of the die carrier is adjusted; suspenders are stretched ahead; segmental steel bars and prestressing tendons are bound; segmental concrete is poured; segmental pre-stressing tendons are stretched; the die carrier is down adjusted; the bottom die is moved forward to next segmental place; and the steps are repeated. The invention has the advantages that by using the stress system of front supporting and back cable staying, one part of load has transferred to a cast girder segment, and the other part is borne by temporary piers, stressing is definite, calculation is easy, working condition is unified, and main girder linear adjustment control is convenient. The invention is applicable not only to concrete connecting girders and T-frames, but also to cable-stayed bridges with various cross-sectional shapes, achieves single cable plane, small transverse stiffness, wide flange plate cross section main girder, and whole section global casting, saves labor and materials, enjoys a short construction period and standardized construction, and is stable, safe and reliable.

The invention relates to the technical field of strip steel rolling, in particular to a strip steel plate shape control method and a strip steel plate shape control device. The strip steel plate shapecontrol method comprises the steps of based on a convexity equation, setting an outlet convexity variable quantity of strip steel as zero, and obtaining a relation between a roll bending force variable quantity and roll bending force transverse stiffness; based on the relation between the roll bending force variable quantity and the roll bending force transverse stiffness, according to intermediate roll transverse stiffness, obtaining an intermediate roll bending force compensation value; based on the relation between the roll bending force variable quantity and the roll bending force transverse stiffness, according to working roll transverse stiffness, obtaining a working roll bending force compensation value; utilizing the intermediate roll bending force compensation value for compensating an intermediate roll bending force; and utilizing the working roll bending force compensation value for compensating a working roll bending force. According to the strip steel plate shape controlmethod and the strip steel plate shape control device provided by the invention, the setting accuracy of a rolling force can be greatly improved, the adverse effect caused on a strip steel plate shapedue to rolling force fluctuation is reduced, the mutation of the strip steel plate shape is avoided, the stability in production is improved, meanwhile, the production efficiency can be further improved, and the accident rate is reduced.

The invention discloses a main girder structure of a cable-stayed bridge of a large-span railway. The main girder structure comprises steel box boundary beams, a longitudinal and cross beam bridge decking, and horizontal K-shaped supports, wherein the steel box boundary beams are positioned on two sides of a cross section; the longitudinal and cross beam bridge decking is positioned in the middle of the cross section, and comprises longitudinal beams and cross beams; the longitudinal beams and the cross beams are connected in a crossed manner; cross ribs which are connected with the longitudinal beams in the crossed manner are arranged between the cross beams; a concrete bridge deck is arranged at the top of the longitudinal and cross beam bridge decking; the longitudinal and cross beam bridge decking is connected with the side parts of the steel box boundary beams through the K-shaped supports. According to the invention, the main girder of the cable-stayed bridge is divided into three parts of the steel box boundary beams, the longitudinal and cross beam bridge decking, and the horizontal K-shaped supports; compared with a traditional steel box beam, the main girder structure can provide a relatively wide bridge deck width; meanwhile, the steel box boundary beams are distributed on the two sides of the cross section so as to greatly improve the transverse stiffness of the bridge, so that the technical problem of small transverse stiffness of the cable-stayed bridge is solved; compared with a traditional steel truss girder, the main girder structure has the advantages that the wind-resistant performance of the main girder and a train operation wind speed threshold value are improved, and the steel consumption is lowered.

The invention relates to a high-speed train set body elastic mode vibration control method. The method comprises the following steps: S1, a train set body entity model is acquired, elastic mode vibration energy distribution is acquired, and a train set body vibration control target mode is determined; S2, mounting positions of multiple bottom suspension devices are determined, and an equivalent modal mass of the train set body vibration control target mode located at each bottom suspension device mounting position is determined; S3, natural frequency and a damping ratio of a vibration reduction system for each bottom suspension device are determined; and S4, transverse stiffness, vertical stiffness and a damping coefficient of the vibration reduction system for each bottom suspension device are determined. Compared with the prior art, the method of the invention does not need to change the original light-weight train set body structure but realizes control on multi-order elastic modal vibration of the train set body, the train set operation stability is enhanced, the train set riding comfort is improved, the principle is clear, the execution is convenient, the cost is low, and the method is applied to control on the high-speed train set body elastic mode vibration.

The invention discloses a novel steel pipe curtain structure supporting and protecting system and a construction method thereof and relates to the technical field of underground excavation supporting and protecting. According to the novel steel pipe curtain structure supporting and protecting system and the construction method thereof, the problem that in the prior art, stress between joints of adjacent steel pipes in a pipe curtain structure is weak, so that a large number of temporary supports need to be erected to guarantee stability of the overall structure is solved. The novel steel pipe curtain structure comprises first steel pipes, second steel pipes and third steel pipes; and the multiple first steel pipes are arranged in sequence to form an n-shaped structure, every two adjacent first steel pipes are connected through the third steel pipes, two supporting feet of the n-shaped structure formed by the first steel pipes are provided with two second steel pipes which are located at the same horizontal plane, and concrete is injected into the first steel pipes, the second steel pipes and the third steel pipes. According to the novel steel pipe curtain structure supporting and protecting system and the construction method thereof, the transverse stiffness and the bearing capacity of the pipe curtain supporting and protecting system are improved, a large number of temporary supports do not need to be erected, construction cost is reduced, the construction period is shortened, the construction procedure is simplified, ground surface settlement is effectively prevented, and the construction quality is improved.

A tire includes a plurality of tread blocks disposed circumferentially around the tire. At least one sipe is formed into at least one of the tread blocks and is defined by first and second confronting sidewalls. The sipe has a cross-sectional profile in a plane generally perpendicular to the top surface of the tread block, which profile has a generally arcuate central portion and first and second ends separated by the central portion. The sidewalls are spaced apart at least one first width at the central portion of the sipe, and are spaced apart at least one second width at the ends, wherein the second width is greater than the first width. In one embodiment, the sipe has a cross-sectional profile having a stepped configuration.

A durable reinforcing band for conveyer belts wherein a reinforcing band (3) is formed by interweaving a number of hard cords (6) facing a direction orthogonal to the longitudinal direction and longitudinally spaced at predetermined intervals with a number of longitudinally directed warp yarns (7) in such a manner as to prevent longitudinal shift, the reinforcing band (3) being disposed on the upper or lower surface of a core (2) composed of canvas or the like and being then surrounded by rubber (5), thereby forming a belt (1), and wherein the transverse stiffness and shape retainability of the belt can be enhanced by arranging the hard cords in a direction orthogonal to the longitudinal direction of the belt, and moreover, the hard cords are prevented from shifting longitudinally of the belt; and a conveyer belt, particularly pipe conveyer belt, using the same.

The invention relates to rail accessories, in particular to a rail fixing device with the function of vertical guidance. The rail fixing device comprises a base disposed on a sleeper. The base is fixedly connected with the sleeper through anchor bolts. The rail fixing device is characterized by further comprising a guide component and a vertical support element. The guide component comprises a guide element and a guide support located on two sides of a rail web of a steel rail. The transverse stiffness of the guide element is at least 120KN/mm. The guide element is tightly contacted with the steel rail at least from the top and bottom of the rail web of the steel rail and transversely limits the steel rail. The guide element is clamped by the guide support. Slide contact surfaces are arranged between the guide element and the guide support and are parallel to the vertical direction of the steel rail, and the guide element and the guide support can slide relative to each other along the vertical direction of the steel rail. The vertical support element is located below the steel rail and has elastic supporting capacity at least in the vertical direction of the steel rail. The guide component on two sides of the rail web is used for guiding, the vertical support element below the steel rail is used for supporting and power consuming, and accordingly stressing stability of the steel rail is improved effectively and the safety is better.

The invention relates to the technical field of high-pier long-span concrete bridges, in particular to a method for controlling the lateral stiffness of high-pier long-span concrete continuous girder bridges and bridges. The control method includes: a. determining the span of the continuous girder bridge and the height of the pier; b. setting Obtain the corresponding vehicle-bridge coupling dynamic response value under different bridge pier transverse line stiffness; c, compare and draw the curve of the bridge pier transverse line stiffness and the corresponding vehicle-bridge coupling dynamic response value; d, obtain the transverse stiffness limit of the continuous girder bridge; e. Determine the design parameters of continuous girder bridges that meet the requirements of the lateral stiffness limit. In this control method, by changing the transverse line stiffness of the bridge pier, the curve diagram of the corresponding vehicle-bridge coupling dynamic response value is obtained, and the lateral stiffness under the vehicle-bridge coupling dynamic response value that meets the requirements is selected to obtain the stiffness limit, and then the bridge design parameters, The stiffness of the continuous girder bridge is controlled to ensure the structural safety of the bridge during use and the safety, stability and comfort requirements of the train when it is running.

In a rotary anode type X-ray tube, a rotary anode and a rotary structure supporting the anode are arranged within the vacuum envelope. A stationary shaft has a middle section which is fitted into a cylindrical portion of the rotary structure, and a dynamic pressure type radial bearing is arranged between the cylindrical portion and the middle section. The stationary shaft also has a first section between one end of the middle section and one end of the stationary shaft, and a second section between the other end of the middle section and the other end of the stationary shaft, which are fixed to the vacuum envelope. A transverse stiffness of the second section is set to be larger than a transverse stiffness of the first section, and a center of gravity is positioned in the middle section.

The invention relates to a coupler wedge-shaped rubber block used for railway vehicles. The coupler wedge-shaped rubber block comprises a right L-shaped end plate, rubber layers, metal partition plates and a left L-shaped end plate, as well as a wedge-shaped metal block in the middle part with a thread sleeve, wherein the rubber layers and the metal partition plates are arranged in an overlapping and inclined manner and are bound and positioned between the L-shaped end plate and the wedge-shaped metal block; the included angle alpha between the left L-shaped end plate and the right L-shaped end plate is 40 degrees to 50 degrees, and the middle parts of the rubber layers are provided with through holes; and the rotation direction of the thread sleeve 6 is determined according to the installation manner of the coupler wedge-shaped rubber block, to ensure that the thread sleeve does not extrude out after the installation of the coupler wedge-shaped rubber block. The coupler wedge-shaped rubber block adopts the above structure to play the role of vibration damping and cushioning, the radial direction and transverse stiffness of the coupler wedge-shaped rubber block are matched, and the deflexion and displacement of two shafts are better compensated; and the rotation direction of the thread sleeve is adjusted so as to ensure that the thread sleeve does not extrude in the installation and application process of the coupler wedge-shaped rubber block.

The present invention provides a molded boat hull with a novel structural stiffening system. The boat hull has a number of laterally positioned compartments molded into the inner shell with vertical partitions that are integrally welded to the outer shell and are interconnected to each other and to the transom. A keel plate and a transom support are molded into the transom, the inner wall, and a bridge along the longitudinal center line of the boat. A keel support beam is placed along the keel, connected to the keel plate, and adhered into a channel in the boat hull inner shell. A pair of stringer braces is assembled between the integral stringers to provide transverse stiffness of the boat hull.

The invention discloses a nonlinear air spring. The nonlinear air spring comprises an upper cover plate, a support plate, air bags, an annular rubber pile and an abrasion plate; the support plate is coaxially arranged below the upper cover plate, upper and lower sub-openings are arranged at the air bags on the upper cover plate and the support plate, the annular rubber pile is coaxially bonded atthe bottom of the support plate, and the abrasion plate is fixed to the top surface of the support plate; the center position of the support plate is provided with a limiting projection that projectsdownwardly into an inner cavity of the annular rubber pile, the center position of a bottom plate of the annular rubber pile is provided with a limiting stop which protrudes upwards, the top surface of the limiting stop is a groove shape to form a limiting groove, the limiting protrusion extends into the limiting groove along the central axis and is not in contact with the limiting groove, the nonlinear air spring is characterized in that the limiting protrusion is sleeved with an elastic stop, and the elastic stop extends into the limiting groove and is not in contact with the limiting groove. The three-stage transverse nonlinear rigidity is realized, various line conditions are better adapted, and the safety requirement of a vehicle is guaranteed. The invention further provides a transverse rigidity design method of the nonlinear air spring.

The invention discloses a novel swing type double-deck bridge bent frame which comprises a bent frame foundation, a group of bottom prefabricated bridge piers, a bottom prefabricated cover beam, a group of top prefabricated bridge piers, a top prefabricated cover beam, unbonded prestressing tendons, buckling-restrained braces and steel connecting pieces, wherein the bottom prefabricated bridge piers are respectively arranged at the left end and the right end of the bent frame foundation, and the bottom prefabricated cover beam is arranged at the top ends of the bottom prefabricated bridge piers; the top prefabricated bridge piers are respectively arranged at the left end and the right end of the bottom prefabricated cover beam, and the top prefabricated cover beam is arranged at the top ends of the top prefabricated bridge piers; the unbonded prestressing tendons penetrate through the two ends of the bottom prefabricated bridge piers, are respectively connected with the bent frame foundation and the bottom prefabricated cover beam and used for providing self-restoring capacity for the bent frame; the buckling-restrained braces are arranged between the bottom prefabricated cover beam and the bent frame foundation and used for providing main transverse stiffness and energy-dissipating capacity. The design of the double-deck bridge bent frame realizes the idea of functional separation, and the vertical bearing capacity of the bent frame is born by the prefabricated bridge piers and the prefabricated cover beams under a normal service condition. The transverse bridge stiffness and the energy-dissipating capacity of the bent frame are mainly born by the buckling-restrained braces under the action of an earthquake.

The invention discloses a device for testing the transverse stiffness of a corrugated pipe, and the device comprises a rack. The technical main points are that the horizontal rack is vertically provided with two parallel vertical plates, and a to-be-tested corrugated pipe with one end being fixed on the first vertical plate is disposed between the two vertical plates. The other end of the corrugated pipe is connected with a linear bearing group which is installed on the second vertical plate and freely slides in the vertical direction through a sliding block. The top of the second vertical plate is also fixedly provided with a steering bearing pulley block, and a steel wire rope is disposed on the steering bearing pulley block. One end of the steel wire rope is connected with the top of the linear bearing group, and the other end of the steel wire rope is connected with a balance weight. The top of the sliding block is also provided with a press rod which is of a point contact type andis provided with a sensor. According to the invention, because the linear bearing group with the high precision and low friction is used for reducing the friction resistance in the vertical direction, and the sliding block is connected with a sliding end of the corrugated pipe. Meanwhile, the sliding block is connected with the balance weight, achieving a purpose of enabling the corrugated pipe to be in a self-balance state during testing. Moreover, the friction resistance interference is low, and there is no interference load.