railways是什么意思lways在线翻译读音例

ModernRailwayTrack1INTRODUCTION

1

1INTRODUCTION

1.1Historicdevelopment

Therailassetimes

theminesinEn

runningsurfacewasprovidedwithanuprisingedgeinordertokeepthevehiclesonthetrack.

DuringacrisesasaresultofoverproductionintheironindustryinEnglandin1760,thewoodenrails

werecoveredwithcastironplateswhichcausedtherunningresistancetodiminishtosuchanextent

1800thefirstfreebearingrailswere

applied(Outtram),whichweresupportedattheendsbycastironsocketsonwoodensleepers.

Flangedironwheelstookcareoftheguiding,eginningthevehicles

weremovedforwardbymanpowerorbyhorses.

Theinventionofthesteamengineledtothefirststeamlocomotive,constructedin1804bytheEng-

1825thainland

ofEuropeBelgiumwasthefirstcountrytoopenarailway(Mechelen-Brussels).Belgiumwasquick

tocrestrailway

inTheNetherlands(Amsterdam-Haarlem)cameintoexistencemuchlater:e

railwaywasregardedasabigrivaloftheinlandwaterways.

Therailwaysformedabrandnewmeansoftransportationwithuptillthenunknowncapacity,speed,

reaswereopenedwhichcouldnotbedevelopedearlierbecauseoftheprimi-

lwaysformedanenormousstimulustothepolitical,econo-

iesliketheUnitedStatesandCanada

trieslikeRussiaandChina

therailwaystillplaysacrucialroll.

Thetradeunionsoriginatedwhentherailwayswereamajoremployer(railwaystrikesinEnglandin

1900and1911andinTheNetherlandsin1903).Therailwaycompanieswerealsothefirstlineof

businesswhichdevelopedcarefulplanning,organisationandcontrolsystemstoenableefficientman-

er,theygavetheimpulsetobigdevelopmentsintheareaofcivilengineering(rail-

waytrackbuilding,bridges,tunnels,stationroofing).

1.2Railways

Whiletherailwaysfoundthemselvesinamonopolypositionuptothetwentieth-century,withthe

adventofthecombustionengineandthejetenginetheyhadtofacestrongcompetitionintheformof

buses,carsandaeroplanes.

MassmotorizationafterWorldWarIIexpressedbythegrowingprosperitybroughtaboutmanyprob-

lems,especiallyindenselypopulatedareas:lackofspace,congestion,lackofsafety,emissionof

yinthesecasesrailwayscanbeadvantageousasthey

arecharacterizedbythefollowing:

–Limiteduseofspacecomparedtolargetransportcapacity;

–Reliabilityandsafety;

–Highdegreeofautomationandmanagement;

–Moderateenvironmentalimpact.

FromCoenraadEsveld,

\"ModernRailwayTrack\",

2ndEdition,MRT-Productions,2001

1INTRODUCTIONModernRailwayTrack

I

L

Moreover,railwayshaveacomfortlevelcomparablewithautomobilesandhavethepossib~l~tyof

attaininghighspeedswhichcancompetewithplanesonthemiddlerangedistanceRegard~ngpas-

f-

sengertransport,thispotentla1shouldbetranslatedinto.i

-High-qualitycommuterandurbantransport;r-

-Fastintercityandhigh-speeddailyconnectionsupto800km;

-Comfortableintercitynightconnectionsupto1500km;

-Seasonchartertransport(possiblywithcar).

Id

Furthermore,incaseoffreighttransport,high-gradeconnectionsexistonthemedium-rangeand

long-rangedistance.1

imateisglvenofthelengthofglobalrailnetworksfl

&I

P

&I

m

W

Table11Lengthoffallwaytracknetworkanno1990

4m

iuJ

Therailwaysystemsarethepropermeansformassivepassengertransportovershortdistancesto

andinwith~lityoftherailwaysystemhasbeensubstantiallyincreasedin

thelastyearsbyimplementinglargestar-shapednetworksaroundthebigc~tieswh~charerunfie-

C

quentlybyquicklyacceleratinganddeceleratingstopp~ssary,trainscanenterthecit-

iesviaspecialtunnelroutes,whichopenupthecitycentresandenableconnectionstobemade

f?

uui

ExamplesarecommuterservicesliketheS-Bahn(Munch,Hamburg)andtheRER(Paris).Agood

~ntegrationwithothermeansofpre-andpost-transport(metro,tramway,bus,car,andbicycle)isvery

~mportant.r\"iw

Railwaycompaniesareunprofitableandgovernmentshavetosupportthemfinanciallytoenablethe

companiestooperatetrainsThiswillbethecaseaslongastherailways-contrarytoroadtrafficand

intructureisexpen-

ometreofrailtrackcostsaboutEUR7-I0million:bigstructuresnotincluded

r,thepropertyandmanagementoftherailwayinfra-

P!

structureistakenoverbythegovernmentwhile(private)railwaycompaniespayforitsuseTh~sw~ll

kist

alsobethecaseinTheNetherlandswherethegovernmentdemandstheoperatingexpensestobe

fullycoveredbytheprofits

F\"\"

2

17ModernRa~lwayTrack

1INTRODUCTION

l

id

I1.3Tramwaysandmetro

Therailways,developedasafastInterurbanmeansoftransport,arelesssuitableforlocaltransport

notfitIntothescaleofthecity(curveradi~,clearances)wh~lethecapacltyofatra~n

IStoob~gtosuitthelocaltrafficneedswithad~ffusepatternofdrsplacementsTherefore,Inthesec-

ondhalfofthen~neteenth-centurylow-scaleformsofrailtrafficweredevelopedwhichcanalsouse

thorsepowerwasusedfortractionandsometimessteampower;intheper~od

1890-1920thesetractionformswerealmostcompletelyreplacedbyelectr~e1.2an

estimateISglvenofthenumberofglobalmetroandtramways,whlleTable1.3andTable1.4show

haracter~sticslikeloads,tonnage,andspeedsare

dealtwtthlaterInthechapter\'Tra~nLoads\'.

*1

IuW2

rn

d

r:

iru

Y

m

1I

Ir*

F\"i

i*r35

Tram

Metro

Suburbtrain

Regionaltram

lnterc~tytrain

Fre~ghttram

CAPACITY

LENGTHfmli[persons]

Table13Averagevaluesforlengthandcapacityoftrains

F4

d

30

100

200-300

30-100

500

600

175

1000

2000

100-300

1000

40.000kN

miotonkml

kmtrack

1

1.5

4.4

07

Table14Sometransportcharacteristics9

ipipi

?ThetramISalsousedforminorsuburbanandruraltransport,butherethebushastakenoverforthe

higreaterpartasISthecaseInlittleandmediumlargec~thebigclt~es(aboveca.300.000

~nhab~tants)thetramhassurvived,thankstoitslargetransportcapacityandthepossibilitytooperate1:onclosedtrackIndependentofroadtrafficSubsequently,thetramwayhasmoreandmoreacqu~red

thecharacterofalow-scalerallway中秋节的古诗 ,althoughinteract~onw~throadtrafficbynomeansresemblesthe

absolutepr~or~tythera~mandsspec~alrequ~rementswlthregardstothebraking

f@lpowerofthlsvehicleandthelayoutofthetrack.

grri

\'2

9

h

is\"l

\'id

paskml

inhabit

650

800

1100

2700

miopaskml

kmtrack

3

1

0.07

10

TheNetherlands

WesternEurope

USA

Japan

modalsplit

7%

8%

1%

38%

IINTRODUCTIONModernRailwayTrack

r-

i-

Inciteswheremillionsofpeoplelive,urbanrailwaysystems(metro\'s)havebeendevelopedwtha

n\'

completeinfrastructureoftheirownwhich,bynecessrty,

highexpenseofthisinfrastructureisjustifiedbytheheavytraffic,whichisdealtwithquicklyandrelia-1L-

blyusinglongmetrotrains,muchlongerthanthetram(100to150magainst30to50m)

T

ToachievethesamelargeadvantagesofthemetroIncitieswrthfewerInhabitants,onetriesnowa-dL

daystoreal~rm,~ndlcatedaslightrap~dtransit,ISbuilt

partlyatstreetlevel(asmuchaspossibleonclosedtrack,butsometimesrnthestreetwithlevel

1

r\"\"

crossings)esofthisdevelopmentareforinstancetobe11-

foundinRotterdam,Brussels,CologneandCalgary(Canada).

1.4Operationalaspects

1.4.1Functionsofarailwaycompany

rr

&dl

ArailwaycompanynodoubtbelongstothecategoryofmostcomplicatedenterprisesNotonlythe

product(theseatkilometre)cannotbedeliveredfromstock,butitalsomustbeproducedonthevery

er,arailwaycompanymustgenerallysupply,administer,andmaln-

C

tarnthemeansofproduction(infrastructure,safetyequipment,rollingstock,andpersonnel).Finally,I

theconnect~onbetweenthedifferentmeansofproductionisveryfirm,soallelementsneedtomatch

n

eachotherveryaccurately.&hw!

I

Inaidoftheoperatron,meaningtheuseofthemeansinfavourofthecustomer,agoodpreparationis

necessary,notonlyforthedallyprocesses,butalsointhelongterminordertomakesurethatthe

eans,suchasrollingstockandespe-

C

ciallyinfrastructure,demandalongperrodofpreparationanewra~lwaylinewillsometimestakeupto

20years.

1.4.2Infrastructure

Themaindemandsonraillnfrastructureare,k

-timeasshortaspossrble(byshortdistanceandiorspeed);

b

i

-Forlocalresidents:nuisanceasminimalaspossible(sufficientintegration),

-Fortherailwaycompanytraveltimeasshortaspossible,sufficientcapacity,sound,andaccepta-

=

4w

Thelayouted

canberestrictedby:1

-Curvesandgradients;

-Swrtches(whennegotiatedindivergingdirection);

k

F

d

-Performanceofstock(forinstancepower);r*

b

-Catenaryvoltage(declineofvoltagemayleadtospeedloss),i

I

-Signalsystem(locatronofsignssho~ildnotcausespeedloss)r

F

4

-.

--

I\"

\'m

-1

AspecraltrafficengineeringaspectoflayoutsarethecrossrngswithroadwaysandwaterwaysLevel

crossingswithroads(levelcrossings)ghthetrain

d

hasprrorrtyunderallcircumstances,collisionscanhardlybepreventedwhenatrainapproachesa

krngdistanceofthetrainismostlytoolong.

In关于花的诗句有哪些 principlefly-oversareappliedtomotorwaysandtorailwayswithanadmissiblespeedof

160km/h

andmoreorw~softimefortheroadtrafficwouldbeunacceptably

highInthesecases.

I

CrossingswithwaterwaystakeplaceviatunnelsormovableorunmovablebridgesMovablebridges

9meanalossofcapac~dgeshouldbeopenedaccordingtoafixedregime

heless,theadvantageofamovable

I

br~dgeISthatthetrainhastoovercomelessdifferenceinheight.

\"Y\"1

Thiscanbefinanciallyoroperatronallyattractive,for~tpreven苏幕遮燎沉香原文及翻译 tsalonggradient(savingofspaceand

costs)orasteepgradient(anundisturbedpassageofafreighttrainonthespotalsoleadstolossof

kl

capacity)Therefore,onemaybeforcedtobuildmoretracks(profitrnalignmentandlossincross

sectron).7

b

1.4.3Rollingstock

19

kuiTherolllngstockcanbedividedinto:

1

-Passengerandfreightstock;3

-Hauledandpoweredstock;

F*i

-Electrrcanddieselstock(thelatterdiesel-electricordiesel-hydraulic);

U

GenerallyelectricrollingstockcanmakeafasterstartandreachahigherspeedSomecons~dera-

?tronsrelatedtothechorceofhauledorpoweredrollingstockare:1113

-W~thtrainsofgreaterlengththelocomotrvepowerISbetterusedandtheoperationwithhauled

trarnswrllbecheaper;withtrain-setsthenumberofmotorsISInproportiontothenumberofcar-

riages;2-Simplecombrnrngandsplittrng;

-Simplechangeofdirectron(isalsopossiblewrthso-calledpull-and-pushtrains;thesearepulledor

ripushedbyareversibletrainsetattheotherendofthetrain);

IYs

-

Multrpleuseofrollingstock(onelocomotivemaypullpassengertrarnsinthedaytimeandfreight

trainsatnrght)

\"I

ainw~lladjustitselfregardrngcurvesin

suchananglewrthrespeeansthatintightcurveswithamaximumcantandlimitedspeed,thetiltingtraincannevertheless

passwithhigherspeedInthiswayafasttrainservlcecanbeoperatedwithoutadaptrngtheinfra-

Istructure(burldingofspaciouscurves).

Fni

IiuJ1.4.4Personne!

Thepersonnelcanbesubdiv~dedIntothecategories:management,execution,andmarntenance

TheoperatronaldepartmentconsistsmainlyofexecutivepersonnelsubdrvrdedIntoproduct~onand

salesTheproductronpersonnelconsistofdrivers,trcketcoilectors,andtrafficcontrollers

rn-

Id

C

7INTRODUCTION

MoclernQailwayTlackI--

1.

Personnelconstitutethemostexpensivepartoftheproduct~on(morethanhalfoftheoperating

@\"\'

expenses)andalsorequiremuchattent~oninsoc~n~ngoperat~ons,personnelshould1

neverbeconsideredasabalancing~tem,lowingitemsshouldbetaken~nto

1-

accountInduetime.

-Desirednumbersw~threspecttoqualityandkindofwork;

-Desiredandactualplaceofresidence;f*\"

bid

-Employability(owledge,dutyandrestperiod);

-Permittedweekend-andnightwork;悔教夫婿觅封侯打一地名

p

F

IL

IINTRODUCTIONModernRailwayZackF-

C-

rcexcavating

Imachinesofferallsortsofpossibilrtresforbuildingrailwaylinesinhillyareas,butth,constructionisr\'

expensrveBecauseofthisassistancefromoutsidepartiesisessentral.

i.

tantsfromindustrialisedcountriesprovidethenecessary

Fa

lisationoftheconstructionandrmprovementofrarlwaylinesismostlycar-

1

riedoutbyEuropeanandAmericanfirms,whrchmainlyrntroducethetechnrcalknow-howandare

buildingact~vities,locallabouriscalledin.

P\"

1,

EspeciallyIndiaandthePeoplesRepublicofChinaareThirdWorldcountrieswhichareactiveinthe

e-byownexperience-wellInformedabouttheimportantsocialandculturalP\"

ealprimarilywiththetransferofknowledgeaswellasinstructronsandattending

tu

localpersonnel.

ThetransportproblemIntheexplodrngcitiesoftheThirdWorldwheremillionsofpeopleliveasksfor

railsolutionsintermsofsuburbanrail,metro,dtheremetroorl~ghtrarl

fl\"

projectshavebeencarriedout(mostlySouth-America,

i$b

Crty,Caracas,Cairo,Teheran,Singapore,Hong-Kong,Manila)Elsewhereplansarereadyandwait-

ingforfinancrng(forInstancebymeansoftheWorldBank)beforetheyareabletobecarriedout

p

(Bangkok,Jakarta)bl

1.5Geometryofarailwayline

?

&\'

1.5.1Clearances

Aboveandnexttothetracksacertainspaceshouldbereservedtoensuretheunrestrrctedpassage

ensionsofthisstructuregauge(orclearance)isalsobasedontheinternationally

approvedvehiclegaugeofrailwayrollingstockandtheloadinggauge,wrthrnwhichtheloadrngofthe

6

ioPi

clearanceextraeffectsaredealtwrth

-deviationofthecorrecttrackgeom-I

15001700

etry,

I

-Swingingmovement;

-Deviationduetow~ndloadlng;

-Tiltrngduetocant;

P

id

-Unequalloadrngofvehicles;P\"

b

-Toleranceofvehicledtmensions.

Figure13showsthenormalclear-

ance;theleftsideappliestostrarght

track,therightsrdetocurveswrtha

fl

measuresaremeasuredfromtopof

&

rail

Fs

InanumberofcasestheclearanceFigure13No~rnalclearance(structuregauge)

b

hasothermeasures.

F\"i

-Decreaseofthewrdthunderthetrain(onlybogieispresent);

L

-Increaseofthewidthatsmallercurveradii,IT

h

AnF

1

\"\"I

ModernRailwayTrack1INTRODUCTION

-Rotat~onduetotrackcant;

d

-Widenlngwlthvertlcalcurves;

-Wideninginsectionswithfrequenttrafficoutsidegauge(Redmeasuringarea).

Fixedobjectslocatedwithintheclearanceareregistered.3AllpresentorfuturefixedobjectsI

locatedwithinthe\'redmeasuringarea\'A

(about20.000objects)arealsoregis-

nsportispresentedout-

sidetheclearance,aquickevaluation

\"7ISpossibletojudgeifandunderwhich

&dconditionsthetransportcantake

place.I

I1I

Tomakeacomparisonbetweenthe

loadinggauge,thevehiclegaugeand\'

I

I,thenormalclearance,Figure1.4has-1f?

arancew~ththed\'redmeasurementarea\'wasalreadyastructuregauge

pictured.1A(normalclearance)

I

m!bveh~clegaugeII

idThedistancebetweenthecentresofIo1cloadlnggauge

1bltwotracks~ndoubletrackamountsto

I=II

A\"14.25m.(inoldsituationsaminimumof(I

7?

U

3.60mcanst111befound).Athigher

speeds(morethan160kmlh)

a

Irngreaterdistanceofto4.70isFigure14Load~nggauge,vehiclegaugeandclearanceI4applied.

Incurvesthedistanceisincreasedas

well.

\"?

dTheincreaseIShlgherasthecurveradiusIS

A

smallerorthecantdifferencebecomesmoreune-C1.,

qua1-

0

0Inmultitracksect~onsanalternativelystandardand77ah~gherdistanceshouldbeappliedbetweenthe

-

cu2.85425285,

uui

I60

tracks(dependingonthespeed6-8m).Itdependsy>160

*Md

onthelocalcircumstancesifincaseofafourfoldP

I

770425_

ItracktheconstructionaccordingtoAorBIS

4LExlstlngtracks

applled(bothdrawninF~gure1.5).

Withanexpansionfromtwotofourtracks,the

choiceforone-ortwo-sidedexpansiondepends3on:3-Theavailablespace;

-Thesoil(oneshouldbecarefulwithso11exca-

vat~onnexttoatrackwhichhasbecomecom--425:600-fl

Ypactovertheyearsinordertopreventshear);

Flgure15Twosituationswithfourfoldtrack

-Theintendeduseofthetrack.0

a44

InFigure16anexample

ISglvenofthecrosssec-

tionofafourfoldtrack.

Especiallyattheouter

tracksprovisionsare

madetoallowaclearance

witha\'redmeasuring

area\'.

Thedistancebetween

newlybulltyardtracksIS

-

verthereshouldbe,after

each4to5tracks,awlder

trackdistanceof5mto

\'Li

I\'1n/iodetnRatlbvayTiack

1INTRODUCTIOPI

_d

1\'7

Nolsebarrlersmaynotbeinstalledcloserthan450mfromthetrackInordertoensurethesafetyof

dpersonnelandallowthenecessaryroomforcycleparhsandspacetoputawaymechanicalmanual

equipmentformaintenancepurposesIncurvesthlsdlstanceis480m

\'\"iTheheightofthebarriersshouldbelimitedandrnstallrngbarriersbetweentracksISnotallowed.

d

Moreover,thereshouldbeasafetydoor~iewofthetrackisless

than1500mduetoabarrier,thebarriersshouldbemadelesshighorwarningllghtsshouldbe

installed.

TI

I.5.2Alignment

bu

Thealignmentofarailwayllneexlstsofgradients(thesteepnessisexpressedinapermillage)and

\"\"7verticalround~adientsof5%llng

\'Yuli

stockinTheNetherlandswillbeabletomoveofffromstandstill.

Steepergradientscanbeapplied,maximumvaluescannotbegivenastheydependon.

9

I

lvri

-Thelengthofthegradient;

I-Thepossibilitytodevelopastartingspeed;

m

Ikid

-Thecharacterisiicoftheappliedpullingforceandtramloadlng.

If-4ItshouldbekeptInmindthatelectriclocomotives,whenclimbinggradients,arenotallowedtoapply

iui

themaxlmumforceatlowspeedforalongerperiodbecausetheseriesreststancesmayburn

-?

Ifgradientsandcurvescoincide,thegradientshouldbedecreasedalittleonthespottokeepthetotal

I

kmi

resistanceconstantDescendinggradientsextendthebraklngdistance

@I

4

I.6Generaltrackconsiderations

mI.6.4Trackrequirements

I

ip*I

Thetermrailwaytrackor\"permanentway\"entailstracks,switches,crossings,andballastbedsThe

Intrackisusedbylocomotives,coaches,andwagonswhrchinEuropenormallyhavemaximumaxle

idloadsof22.5tandwhlch,onNS,tthatthepurposeofthe

trackIStotransportpassengersandfrelghtandthatoperatronisrequiredtobeaseconomicalaspos-

F*I

sible,reformulatedasfollows:

-BearingInmindpermissiblespeedsandaxleloa五柳先生传作者 ds,therailsandswitchesmustbesafeforvehi-

rethisthetrackcomponents,suchastherarls,mustbeofsuchdimensions

er,thecorrectgeometrymustbemaintained

safetyisnotjeopardised,

thelocomotivesandcoachesmayexperiencesuchvibrationsandoscillationsduringthejourney

rtunatecombinationofswitches,

curvesandreversecurvesmay,evenifthetrackisverywellconstructedandhasperfectgeome-3try,causesuchstrongmovementsinavehiclethatthepassengersexperiencemostunpleasant

andsotnetlmesevenfrighteningsensations.a-TrackmustbeelectricallyInsulatedsothatthstrackcircuitsrequiredforsignallingcontrnueto

ldalsobeelectricallyInsulated

1INTRODUCTIONModernRailwayTrack

7UDFNPXVWEHFRQ

VWUXFWHGLQVXFKDZD

WKDWWKHWUDLQVUXQQLQJ

RQLWGRQRWFDXVH

H[FHVVLYHHQYLURQPHQ

WDOSROOXWLRQLQWKHIRUP

RIQRLVHDQGJURXQG

YLEUDWLRQV

&RVWVRIWKHWRWDOVHUY

LFHOLIHRIWKHWUDFN

PXVWEHDVORZDVSRV

VLEOH

0DLQWHQDQFHVKRXOG

EHORZDQGDVLQH[SHQ

VLYHDVSRVVLEOH

7UDFNVDQGVZLWFKHVDUHDVVHWVZKLFKZLOOODVWIRUTXLWHVRPHHDUV7KHFKRLFHRIDSDUWLFXODUWUDFN

VVWHPDQGWKHGHFLVLRQWRXVHWKLVVVWHPRQFHUWDLQOLQHVWKHUHIRUHJHQHUDOOLQYROYHVDGHFLVLRQ

ZKLFKZLOOKROGJRRGIRUWRHDUV&RQVHTXHQWOVXFKGHFLVLRQVPXVWEHWDNHQZLWKWKHIXWXUHLQ

PLQGKRZHYHUGLIILFXOWLWPDEHWRPDNHDYDOLGSUHGLFWLRQ7KHRQOVXUHIDFWRULVWKDWDFHUWDLQ

GHJUHHRIREMHFWLYLWPXVWEHPDLQWDLQHGYLVjYLVWKHSUHVHQWGDVLWXDWLRQDQGQRWWRRPXFKHPSKD

VLVSODFHGRQUDQGRPHYHUGDHYHQWV

:KHQFKRRVLQJDWUDFNVVWHPWKHDERYHPHQWLRQHGUHTXLUHPHQWVPXVWDOOEHJLYHQGXHFRQVLGHUD

WLRQDQGLWLVFOHDUOQHFHVVDUWRIRUPVRPHLGHDRIWKHD[OHORDGVDQGPD[LPXPVSHHGVWREH

H[SHFWHGLQWKHGHFDGHVWRFRPH$IWHUWKLVWKHVLWXDWLRQUHJDUGLQJWKHYDULRXVWUDFNFRPSRQHQWV

VXFKDVUDLOVVOHHSHUVIDVWHQLQJVVZLWFKHVDQGEDOODVWVKRXOGEHH[DPLQHGVRWKDWWKHRSWLPXP

WUDFNGHVLJQLVREWDLQHG

1.6.2Load-bearingfunctionofthetrack

7KHSXUSRVHRIWUDFNLVWR

WUDQVIHUWUDLQORDGVWRWKH

IRUPDWLRQ&RQYHQWLRQDO

WUDFNVWLOOLQXVHFRQVLVWV

RIDGLVFUHWHVVWHPPDGH

XSRIUDLOVVOHHSHUVDQG

EDOODVWEHG)LJXUH

VKRZVDSULQFLSOHVNHWFK

ZLWKWKHPDLQGLPHQVLRQV

/RDGWUDQVIHUZRUNVRQ

WKHSULQFLSOHRIVWUHVV

UHGXFWLRQZKLFKPHDQV

ODHUEODHUDVGHSLFWHG

VFKHPDWLFDOOLQ

)LJXUH7KHJUHDWHVW

VWUHVVRFFXUVEHWZHHQ

ZKHHODQGUDLODQGLVLQ

WKHRUGHURIN1FP

03D(YHQKLJKHUYDOXHVPDRFFXUVHHFKDSWHU%HWZHHQUDLODQGVOHHSHUWKHVWUHVVLVWZR

RUGHUVVPDOOHUDQGGLPLQLVKHVEHWZHHQVOHHSHUDQGEDOODVWEHGGRZQWRDERXW1FP

)LQDOOWKH

VWUHVVRQWKHIRUPDWLRQLVRQODERXW1FP

Figure1.塞下曲其二视频 8:Conventionaltrackstructure

FPEDOODVWFUXVKHGVWRQH

6XEJUDGH

FPJUDYHO

5DLOV

W

1PP

6OHHSHU

&RQFUHWHRU:RRG

$[OHORDGN1PD[

)DVWHQLQJVVWHP

6SDFLQJP

Figure1.9:Principleofloadtransfer

5DLOUDLOSDG

6OHHSHU

0HDQ

+

1FP

:KHHOUDLO

UV

1FP

EDVHSODWH

VE

1FP

EDOODVWEHG

EV

1FP

1FP

%DOODVWEHG

VXEVWUXFWXUH

$

UV

FP

$

+

FP

$

VE

FP

FP

$

EV

FP

DUHD

:KHHO

$[OH3N1

4N1

VWUHVV

XQGHUUDLO

OHYHO

%DVHSODWH

VOHHSHU