Method and device for evaluating local track condition of high-speed lines

Abstract

The present invention provides a method and device for evaluating the local track condition of a high-speed line, relating to the field of high-speed railway technology. The method comprises: obtaining frame lateral displacement data of a train passing through a target high-speed line section; extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak values and interval distance values; calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak values and interval distance values; and generating a local track condition evaluation result for the target high-speed line section using a preset equivalent impact rate threshold and equivalent impact rate value. By analyzing the frame lateral displacement data, the present invention can achieve local track condition evaluation by quantitatively evaluating the current vehicle system's passing performance. This method can relatively accurately locate local track defects on the high-speed line, providing preliminary experience for subsequent guidance on line maintenance and repair, and even for refined track geometry control.

Description

Technical Field

[0001] The present invention relates to the technical field of high-speed railways, and in particular to a method and device for evaluating the local track status of a high-speed line. Background Art

[0002] This section is intended to provide a background or context for embodiments of the present invention. No description herein is admitted to be prior art by virtue of its inclusion in this section.

[0003] With the continuous advancement of science and technology, high-speed railways are evolving from planned "periodic maintenance" to problem-oriented "condition-based maintenance" and "precision maintenance." Therefore, finding an effective method to rationally and efficiently evaluate local track conditions will help promptly identify areas with poor performance or even safety hazards. Existing track condition evaluation schemes mostly rely on track geometry data, and the accuracy of these evaluation results still needs to be improved. Summary of the Invention

[0004] The present invention provides a method and device for evaluating the local track condition of a high-speed line. The method can mine useful information related to the local track condition contained in the lateral displacement signal of the frame, locate local track defects, and provide data and results support for subsequent track geometry refinement control and line maintenance and repair.

[0005] In a first aspect, an embodiment of the present invention provides a method for evaluating the local track state of a high-speed line, the method comprising:

[0006] Obtaining the lateral displacement data of the train frame when it passes through the target high-speed line section;

[0007] Extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak values and interval distance values;

[0008] Calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters according to the peak-to-peak value and the interval distance value;

[0009] A local track state evaluation result of the target high-speed line section is generated using a preset equivalent impact rate threshold and the equivalent impact rate value.

[0010] In a second aspect, an embodiment of the present invention further provides a high-speed line local track state evaluation device, the device comprising:

[0011] The acquisition module is used to obtain the lateral displacement data of the train frame when it passes through the target high-speed line section;

[0012] A parameter module, configured to extract multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak values and interval distance values;

[0013] a calculation module, configured to calculate equivalent impact rate values corresponding to the multiple sets of train vibration description parameters according to the peak-to-peak value and the interval distance value;

[0014] An evaluation module is used to generate a local track state evaluation result of the target high-speed line section by using a preset equivalent impact rate threshold and the equivalent impact rate value.

[0015] In a third aspect, an embodiment of the present invention further provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned method for evaluating the local track status of a high-speed line when executing the computer program.

[0016] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium storing a computer program for executing the above-mentioned method for evaluating the local track state of a high-speed line.

[0017] The embodiments of the present invention bring the following beneficial effects: The embodiments of the present invention provide a method and apparatus for evaluating the local track condition of a high-speed line, the method comprising: obtaining frame lateral displacement data of a train passing through a target high-speed line section; extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters including peak-to-peak values and interval distance values; calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak values and interval distance values; and generating a local track condition evaluation result for the target high-speed line section using a preset equivalent impact rate threshold and equivalent impact rate value. By analyzing the frame lateral displacement data, the embodiments of the present invention can implement local track condition evaluation by quantitatively evaluating the passing performance of the current vehicle system. This method can relatively accurately locate local track defects in the high-speed line, providing preliminary experience for subsequent guidance on line maintenance and repair, and even for refined track geometry control.

[0018] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood through implementation of the present invention. The purposes and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0019] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 A flow chart of a method for evaluating the local track status of a high-speed line provided by an embodiment of the present invention;

[0022] Figure 2 A structural block diagram of a high-speed line local track status evaluation device provided by an embodiment of the present invention;

[0023] Figure 3 A flowchart of a method for evaluating poor local track condition provided by an embodiment of the present invention;

[0024] Figure 4 A schematic diagram of a typical line equivalent impact rate provided by an embodiment of the present invention;

[0025] Figure 5 A schematic diagram of track irregularity near a position where the equivalent impact rate exceeds a threshold value provided by an embodiment of the present invention;

[0026] Figure 6 A schematic diagram of the cumulative distribution of peak-to-peak lateral displacement of a typical line structure provided by an embodiment of the present invention;

[0027] Figure 7 A schematic diagram of the system structure of an electronic device provided by an embodiment of the present invention;

[0028] Figure 8 A schematic diagram of the peak-to-peak value of the frame lateral displacement of line 1 after filtering provided by an embodiment of the present invention;

[0029] FIG9( a ) is a cumulative distribution diagram of peak-to-peak values of frame lateral displacement in different track sections of a 300 km / h ballastless line provided by an embodiment of the present invention;

[0030] FIG9( b ) is a cumulative distribution diagram of peak-to-peak values of frame lateral displacements in different track sections of a 250 km / h ballastless line provided by an embodiment of the present invention;

[0031] FIG9( c ) is a cumulative distribution diagram of peak-to-peak values of frame lateral displacements in different track sections of a 250 km / h ballasted line provided by an embodiment of the present invention;

[0032] Figure 10 A schematic diagram illustrating the physical meaning of the equivalent impact rate provided in an embodiment of the present invention;

[0033] Figure 11Schematic diagram of the calculation results of the track-directed local fluctuation index provided by an embodiment of the present invention;

[0034] Figure 12 Schematic diagram of equivalent impact rate calculation results provided by an embodiment of the present invention;

[0035] Figure 13 Schematic diagram of the cumulative distribution curve of equivalent impact rate in non-switch areas of various speed level lines provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0037] Currently, the "High-Speed Railway Ballastless Track Maintenance Rules" and the "High-Speed Railway Ballasted Track Maintenance Rules" classify lines into different speed grades based on the designed operating speed of EMUs. These rules also set specific requirements for the peak value of individual track irregularities and the track quality index for each speed grade. Because the vehicle system is a highly nonlinear and complex mechanical system, each component subject to forced vibration—the wheelset, bogie, and carbody—has different natural frequencies. This results in varying degrees of vibration response to irregularities of different wavelengths during operation. Under certain specific wavelengths of irregularity, the vehicle system's operating quality fluctuates significantly. Therefore, the "sensitive wavelength" issue is currently taken into account in the refined control of track geometry. Compared to track geometry data, vehicle dynamic response data reflects the vibration behavior of EMUs traveling on high-speed lines and better reflects the current state of the vehicle-track coupling system. In actual operation, track geometric irregularities of the same magnitude but different shapes often induce different vehicle dynamic responses. Specifically, irregularities of the same magnitude at sensitive wavelengths cause significantly more severe vehicle system vibration than those at non-sensitive wavelengths. This data characteristic makes it possible to evaluate local track irregularity conditions using vehicle dynamic response data.

[0038] In terms of the evaluation of local track irregularities, existing research is still in the exploratory and research stage. The existing scheme points out that the existing Track Quality Index (TQI) used to evaluate track status is obtained by calculating the amplitude standard deviation within a 200m section and weighting the standard deviation of individual geometric parameters to quantify the track status, but it cannot accurately reflect the exact location of local track fluctuations and the severity of local amplitude fluctuations. That is, the section length of 200m selected by TQI when quantitatively describing the track status is too large and is not suitable for evaluating local track smoothness. In order to quantify the local track smoothness, he proposed the track local fluctuation index as an indicator for evaluating local track smoothness, and analyzed the selection of specific section lengths. With the help of the multi-scale standard deviation convolution transform model, using Shannon entropy and according to the maximum entropy principle, the section length was finally determined to be 15m.

[0039] The existing scheme, based on thorough scientific research into the Track Quality Index (TQI), retains its calculational implications, adjusting the segment length from 200m to 15m to characterize local track irregularities. This value is defined as the Local Track Fluctuation Index. Because no management or recommended thresholds are defined, this metric has yet to be put into engineering practice. Consequently, effective, systematic, and comprehensive diagnostic and evaluation criteria for local track condition assessment remain lacking.

[0040] Figure 11 and Figure 12 , which are the track local fluctuation index calculated from the track irregularity of a 250km / h ballasted track line and the equivalent impact rate calculated from the frame lateral displacement collected when the EMU passes.

[0041] It can be seen that the local track fluctuation index near K481+400 is relatively large, exceeding 8; correspondingly, the equivalent impact rate also shows a relatively large value near this location, exceeding 0.6. This reflects that when the local track irregularity is in poor condition, the degree of lateral vibration of the frame will be aggravated. In addition, it can be seen that the equivalent impact rate value at the location with a large local track fluctuation index is not necessarily large, that is, there is no very obvious positive correlation between the two. This is because in actual operation, in addition to the contribution of the local track irregularity fluctuation degree to the lateral vibration of the frame, factors such as whether the wavelength corresponding to the track irregularity is the sensitive wavelength of the vehicle system and the rail profile state at the current location will affect the lateral vibration of the frame.

[0042] Based on this, an embodiment of the present invention provides a method and device for evaluating the local track status of a high-speed line. By exploring the characteristics of the frame lateral displacement signal data during the operation of a high-speed EMU, an indicator called equivalent impact rate is proposed, which takes the EMU frame lateral displacement signal as the research object and can be applied to the evaluation of the local track status of a high-speed line. Combined with the results of data statistical analysis and actual on-site maintenance and repair experience, a recommended threshold value for using the equivalent impact rate to evaluate the local track status of non-switch sections of high-speed lines of different speed levels is determined, and finally a method for evaluating the local track status of a high-speed line is formed to guide the actual maintenance and repair of the line.

[0043] To facilitate understanding of this embodiment, a method for evaluating the local track state of a high-speed line disclosed in an embodiment of the present invention is first introduced in detail.

[0044] The embodiment of the present invention provides a method for evaluating the local track status of a high-speed line. Figure 1 The flowchart of a method for evaluating the local track condition of a high-speed line is shown, and the method includes the following steps:

[0045] Step S102: Acquire the frame lateral displacement data of the train passing through the target high-speed line section.

[0046] In the embodiment of the present invention, the target high-speed line section can be selected according to actual needs and is the track section to be evaluated. After the train passes through the target high-speed line section, the frame lateral displacement data of the high-speed comprehensive inspection train during operation is obtained through spatial sampling.

[0047] Step S104: extracting multiple sets of train vibration description parameters based on the frame lateral displacement data.

[0048] In this embodiment of the present invention, the frame lateral displacement data includes the frame lateral displacement amplitude corresponding to each mileage position. Information from the frame lateral displacement data is extracted to obtain peak-to-peak values and peak-to-peak interval distance values. The interval distance value describes the distance between peaks and valleys in the peak-to-peak value. The peak-to-peak value and interval distance values can be used to describe the vibration level of the train.

[0049] Step S106 , calculating equivalent impact rate values corresponding to multiple groups of train vibration description parameters according to the peak-to-peak values and the interval distance values.

[0050] In the embodiment of the present invention, considering the correlation between force and displacement, if there is a local track condition in a poor state during the operation of the EMU, it will cause severe lateral vibration of the EMU, and may even affect driving safety. The intensification of the lateral vibration of the train indicates that there is a large amount of energy in the vehicle system at this time. In order to restore to a stable operating state, this part of the energy will be dissipated outward by transmission, such as dissipation under the action of air resistance, and the energy will be transferred to other moving parts of the vehicle system through the primary and secondary suspension springs. This part of the energy will lead to intensified wheel-rail interaction during the dissipation process, thereby affecting the local track state. If the track is not maintained and repaired, the local track state will further deteriorate over time due to the positive feedback effect in the long run.

[0051] In this embodiment of the present invention, the concept of equivalent impact rate is used to quantitatively describe the increased lateral vibration of the frame caused by localized poor track conditions. The equivalent impact rate value can be calculated based on the peak-to-peak value and the separation distance. An equivalent impact rate value is calculated for each set of train vibration description parameters.

[0052] Step S108 : generating a local track state evaluation result of the target high-speed line section using a preset equivalent impact rate threshold and an equivalent impact rate value.

[0053] In the embodiment of the present invention, it is determined whether the equivalent impact rate value exceeds a preset equivalent impact rate threshold. If so, it is determined that there is a problem with the track position corresponding to the equivalent impact rate value.

[0054] It's important to note that the equivalent shock rate, measured from the perspective of EMU passing performance, describes the degree of vehicle system disturbance under the influence of the current local track state. Compared to the local track fluctuation index, the equivalent shock rate quantitatively characterizes local track conditions and can incorporate multiple coupled factors, such as track irregularity amplitude, wavelength, and morphology.

[0055] An embodiment of the present invention provides a method and apparatus for evaluating the local track condition of a high-speed line. The method comprises: obtaining frame lateral displacement data of a train passing through a target high-speed line section; extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak values and interval distance values; calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak values and interval distance values; and generating a local track condition evaluation result for the target high-speed line section using a preset equivalent impact rate threshold and equivalent impact rate value. By analyzing the frame lateral displacement data, the embodiment of the present invention can perform local track condition evaluation by quantitatively evaluating the current vehicle system's passing performance. This method can relatively accurately locate local track defects on the high-speed line, providing preliminary experience for subsequent guidance on line maintenance and repair, and even for refined track geometry control.

[0056] In one embodiment, before obtaining the frame lateral displacement data of the train passing through the target high-speed line section, the following steps may be performed:

[0057] Acquire the transverse displacement signal of the frame when the train passes through the target high-speed line section; perform band-pass filtering on the transverse displacement signal of the frame to obtain the transverse displacement data.

[0058] In the embodiment of the present invention, the lateral displacement signal of the frame collected during the operation of the high-speed comprehensive inspection train is used as the research object. The signal is obtained by spatial sampling with a sampling frequency of 4 / m, that is, 4 points are collected per meter.

[0059] Considering that the frame lateral displacement signal may contain local elastic vibration components, this vibration information is not only useless for track condition monitoring but also affects the accuracy of quantitative description of track condition. Therefore, before performing data characteristic analysis, the frame lateral displacement signal is first subjected to 0.1-20 Hz bandpass filtering to obtain lateral displacement data.

[0060] In one embodiment, extracting multiple sets of train vibration description parameters based on the frame lateral displacement data may be performed as follows:

[0061] A waveform diagram between the frame lateral displacement amplitude and mileage is generated based on the frame lateral displacement data; multiple zero-value points are determined based on the waveform diagram; a target zero-value point is determined among the zero-value points based on two amplitude peaks adjacent to the zero-value point; the amplitude difference between the peak and the trough adjacent to the target zero-value point is used as the peak-to-peak value, and the mileage difference between the peak and the trough adjacent to the target zero-value point is used as the interval distance value.

[0062] In the embodiment of the present invention, a waveform is prepared based on the frame lateral displacement amplitude in the frame lateral displacement data and the mileage data, and the zero value point in the waveform is obtained. The product of the two adjacent amplitude peaks of the zero value point is calculated. If the product is less than zero, the zero value point is determined as the target zero value point. Figure 10 , the amplitude difference between the peak and trough adjacent to the target zero point is taken as the peak-to-peak value, and the mileage difference between the peak and trough adjacent to the target zero point is taken as the interval distance value.

[0063] In one embodiment, the equivalent shock rate values corresponding to multiple sets of train vibration description parameters are calculated based on the peak-to-peak values and the interval distance values. The calculation can be performed according to the following steps:

[0064] Determine whether the interval distance value meets the preset wavelength range; if so, calculate the equivalent impact rate values corresponding to multiple sets of train vibration description parameters.

[0065] In the embodiment of the present invention, before calculating the equivalent impact rate value, it is determined whether the separation distance value meets the preset wavelength range, and the preset wavelength range can be set according to actual needs. For example, it can be set to be greater than 2.5m and less than 25m.

[0066] It should be noted that, due to the collection principle of the structure lateral displacement data, if the interval distance value is too short, it may be a noise signal, and medium and long waves generally require the track to be within the range of 3 to 25 meters. Therefore, the range of the interval distance value can be limited to greater than 2.5m and less than 25m.

[0067] In one embodiment, the equivalent impact rate values corresponding to multiple sets of train vibration description parameters can be calculated according to the following formula: Where P represents the peak-to-peak value, L represents the separation distance, and EIR represents the equivalent impact rate.

[0068] In the embodiment of the present invention, the equivalent impact rate quantitatively describes the severity of the lateral vibration of the frame by calculating the change in the lateral displacement of the frame per unit distance. When the indicator is used to measure the lateral displacement of the frame, the physical meaning is as follows: Figure 10 shown.

[0069] The analysis was conducted on the lateral displacement of the frame collected when a CRH380A EMU was operated for a period of time after wheel turning and repair and when the wheels reached a stable state while passing through lines 1, 2, and 3. The conditions for each line are shown in Table 1.

[0070] Table 1 Typical line information

[0071]

[0072] In order to better show the characteristics of the lateral displacement data of the EMU when passing through different lines, the signal is filtered, the peak-to-peak value is extracted, and then the cumulative distribution curve is drawn. The results are as follows: Figure 6 shown.

[0073] When the same EMU passes through different lines, the peak-to-peak amplitude distribution of the frame lateral displacement varies. This is because when the EMU is matched with different lines, factors such as track irregularities and rail profiles that input external excitations into the vehicle system vary, causing the EMU to produce lateral vibrations of varying degrees.

[0074] Figure 8 is the filtered lateral displacement of the frame when the EMU passes through line 1.

[0075] It can be seen that when the EMU passes through Line 1, the peak-to-peak value of the frame lateral displacement is mostly distributed within the range of 10mm, and in some locations the peak-to-peak value of the frame lateral displacement exceeds 10mm. According to the record information, the locations with the largest peak-to-peak value of the frame lateral displacement (exceeding 10mm) are mostly in the turnout section, indicating that the intensity of the frame lateral vibration when the turnout passes is significantly higher than in other track sections. This is because the special track structure at the point rail and point rail in the turnout area exacerbates the interaction between the wheel and rail, resulting in significant lateral vibration of the frame.

[0076] To understand the overall characteristics of an EMU passing through a certain type of track section, we divide the peak-to-peak values of the frame lateral displacement into three subsets: straight lines, curves, and switches, according to the track information, and then draw cumulative distribution curves. The results are shown in Figures 9(a), 9(b), and 9(c).

[0077] according to Figure 9(a)-Figure 9(c) From a numerical perspective, when the EMU passes through a straight section, the peak-to-peak values of the frame lateral displacement corresponding to the 95% cumulative percentage are 4.72mm, 2.31mm, and 2.12mm for Lines 1, 2, and 3, respectively. When passing through a curved section, the peak-to-peak values of the frame lateral displacement corresponding to the 95% cumulative percentage are 4.65mm, 2.87mm, and 2.32mm for Lines 1, 2, and 3, respectively. When passing through a switch section, the peak-to-peak values of the frame lateral displacement corresponding to the 95% cumulative percentage are 7.63mm, 6.20mm, and 5.21mm for Lines 1, 2, and 3, respectively. The overall intensity of the frame lateral vibration is stronger when all lines have switches than when passing through straight and curved lines.

[0078] Based on this, in one embodiment, the local track condition evaluation result of the target high-speed line section is generated using the preset equivalent impact rate threshold and equivalent impact rate value, which can be performed according to the following steps:

[0079] Determine whether the location where the equivalent impact rate value is located is a switch area; if not, skip the location where the equivalent impact rate value is located; if yes, generate a local track state evaluation result of the target high-speed line section.

[0080] Based on the lateral displacement characteristics of the frame, in the embodiment of the present invention, the track condition evaluation is not performed on the turnout area. Therefore, the turnout area is skipped before the evaluation.

[0081] In one embodiment, the equivalent impact rate threshold includes a first threshold and a second threshold; generating a local track state evaluation result of a target high-speed line section may be performed according to the following steps:

[0082] Determine whether the target high-speed line section is a ballastless track; if so, generate a local track condition evaluation result of the target high-speed line section according to a first threshold value and an equivalent impact rate value; if not, generate a local track condition evaluation result of the target high-speed line section according to a second threshold value and an equivalent impact rate value.

[0083] In the embodiment of the present invention, the first threshold and the second threshold can be set according to actual needs, and the embodiment of the present invention does not specifically limit this. For example, the first threshold can be set to 1.50, and the second threshold can be set to 2.00.

[0084] It should be noted that the following conclusion can be drawn from the above analysis of the lateral displacement characteristics of the frame: the track structure in the turnout area is special, and a large wheel-rail contact force will be generated when the EMU passes through. The intensity of the vibration is obviously higher than that in the straight and curved areas. Therefore, the embodiment of the present invention introduces the determination of the threshold value of the equivalent impact rate in the local track state evaluation of straight and curved sections.

[0085] When using the equivalent impact rate to evaluate local track conditions, a threshold must be set. When the equivalent impact rate value at a certain point on the line exceeds the threshold, the track condition of that part of the line is judged to be poor. Currently, high-speed lines can be divided into three types based on the designed operating speed and track system structure: 300 km / h ballastless track, 250 km / h ballastless track, and 250 km / h ballasted track. The track structures corresponding to these three speed levels differ to some extent, resulting in certain differences in vibration when EMUs pass through. Therefore, if the same threshold is used to evaluate local track conditions for lines of different speed levels, these vibration differences between lines of different speed levels will become a source of noise that interferes with the final evaluation results. Therefore, when determining the threshold, a statistical analysis of the equivalent impact rate values for lines of different speed levels and track structures should be conducted separately. Here, we selected 10 lines of the same type of EMU passing through 300km / h ballastless track, 250km / h ballastless track, and 250km / h ballasted track. We solved the equivalent impact rate of the lateral displacement signal of the structure, and then drew the corresponding cumulative distribution curve after excluding the switch section. The results are shown in Figure 2. Figure 13 shown.

[0086] The cumulative distribution curves of equivalent impact rates for lines at different speed levels differ. The distributions for 300 km / h ballastless and 250 km / h ballastless tracks are relatively similar, with generally lower equivalent impact rates. However, the equivalent impact rates for 250 km / h ballasted tracks are generally higher. Based on extensive statistical analysis, the recommended thresholds for evaluating equivalent impact rates for lines at different speed levels are: 1.50 for 300 km / h ballastless and 250 km / h ballastless tracks, and 2.00 for 250 km / h ballasted tracks.

[0087] The specific steps of the local track condition evaluation method in the non-turnout area of high-speed lines based on equivalent impact rate are as follows:

[0088] (1) Filtering and denoising: Perform 0.1-20 Hz bandpass filtering on the frame lateral displacement data;

[0089] (2) Extract peak-to-peak value and interval distance: Record the peak-to-peak value of the frame's lateral displacement and the interval distance. The interval distance should be greater than 2.5m and less than 25m.

[0090] (3) Calculate the equivalent impact rate value: Based on the peak-to-peak value and interval distance information, the equivalent impact rate of the corresponding position is calculated according to the equivalent impact rate formula.

[0091] (4) Switch area judgment: Compare with the record to determine whether the current position is a switch area, and retain the equivalent impact rate information of the non-switch section.

[0092] (5) Problem section determination: When the equivalent impact rate of 300km / h ballastless track and 250km / h ballastless track exceeds 1.50, and the equivalent impact rate of 250km / h ballasted track exceeds 2.00, the current position is recorded as the problem position.

[0093] The effects and functions of the present invention are described below by way of example analysis.

[0094] When the high-speed comprehensive inspection train passes through the existing typical 250 ballast line, several frame lateral displacement signals are collected. The equivalent impact rate value corresponding to the line is calculated, and the result is as follows: Figure 4 As shown. Figure 4 It can be seen that the equivalent impact rate of the typical line at the non-switch section K63+960 position is 2.24, which exceeds the threshold of 2.00, and it is determined that there is a local track condition in poor condition. Figure 5 is the track irregularity near this location. Figure 5 As can be seen, a significant W-shaped track irregularity exists at the location where the equivalent impact rate exceeds the threshold, with a half-peak value of 4.47mm. This track irregularity significantly affects the lateral vibration of the frame during the passage of the EMU. However, according to the current management standards of the "High-Speed Railway Regulations," this location would not be classified as unacceptable. However, the local track condition assessment method based on the equivalent impact rate, proposed from the perspective of train passing performance, can effectively identify this irregularity.

[0095] The present invention provides a method and device for evaluating the local track status of a high-speed line. Figure 3This method uses the lateral displacement signals of track frames collected by high-speed integrated inspection trains as its research object. It identifies the fundamental characteristics of these signals and, based on these characteristics, proposes a scientific method for local track condition assessment. This method is of great significance for understanding the overall condition of high-speed railway tracks and guiding subsequent maintenance and repair work.

[0096] The present invention also provides a device for evaluating the local track state of a high-speed line, as described in the following embodiments. Since the principle of the device to solve the problem is similar to that of the method for evaluating the local track state of a high-speed line, the implementation of the device can refer to the implementation of the method for evaluating the local track state of a high-speed line, and the repeated parts will not be repeated. Figure 2 The structure block diagram of the high-speed line local track condition evaluation device shown in the figure includes:

[0097] The acquisition module 21 is used to obtain the frame lateral displacement data of the train passing through the target high-speed line section; the parameter module 22 is used to extract multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak value and interval distance value; the calculation module 23 is used to calculate the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak value and interval distance value; the evaluation module 24 is used to generate the local track condition evaluation result of the target high-speed line section using the preset equivalent impact rate threshold and equivalent impact rate value.

[0098] In one embodiment, the device further includes a preprocessing module for: acquiring a frame lateral displacement signal of a train passing through a target high-speed line section; and performing band-pass filtering on the frame lateral displacement signal to obtain lateral displacement data.

[0099] In one embodiment, the parameter module is specifically used to: generate a waveform diagram between the frame lateral displacement amplitude and mileage based on the frame lateral displacement data; determine multiple zero-value points based on the waveform diagram; determine a target zero-value point among the zero-value points based on two amplitude peaks adjacent to the zero-value point; use the amplitude difference between the peak and the trough adjacent to the target zero-value point as the peak-to-peak value, and use the mileage difference between the peak and the trough adjacent to the target zero-value point as the interval distance value.

[0100] In one embodiment, the calculation module is specifically configured to: determine whether the interval distance value satisfies a preset wavelength range; if so, calculate equivalent impact rate values corresponding to multiple sets of train vibration description parameters.

[0101] In one embodiment, the calculation module is specifically configured to calculate equivalent impact rate values corresponding to multiple sets of train vibration description parameters according to the following formula: Where P represents the peak-to-peak value, L represents the separation distance, and EIR represents the equivalent impact rate.

[0102] In one embodiment, the evaluation module is specifically used to: determine whether the location where the equivalent impact rate value is located is a switch area; if not, skip the location where the equivalent impact rate value is located; if yes, generate a local track state evaluation result of the target high-speed line section.

[0103] In one embodiment, the equivalent impact rate threshold includes a first threshold and a second threshold; the evaluation module is specifically configured to:

[0104] Determine whether the target high-speed line section is a ballastless track; if so, generate a local track condition evaluation result of the target high-speed line section according to a first threshold value and an equivalent impact rate value; if not, generate a local track condition evaluation result of the target high-speed line section according to a second threshold value and an equivalent impact rate value.

[0105] Based on the same inventive concept, an embodiment of the present invention further provides an electronic device embodiment for implementing all or part of the above-mentioned high-speed line local track condition evaluation method. The electronic device specifically includes the following contents:

[0106] A processor, a memory, a communications interface, and a bus; wherein the processor, memory, and communications interface communicate with each other via the bus; the communications interface is used to implement information transmission between related devices; the electronic device can be a desktop computer, a tablet computer, a mobile terminal, etc., but this embodiment is not limited thereto. In this embodiment, the electronic device can be implemented with reference to the embodiment for implementing the above-mentioned method for evaluating the local track condition of a high-speed line and the embodiment for implementing the above-mentioned device for evaluating the local track condition of a high-speed line, the contents of which are incorporated herein and repeated parts are not repeated.

[0107] Figure 7 FIG. 1 is a schematic diagram of a system structure of an electronic device provided in an embodiment of the present invention. Figure 7 As shown, the electronic device 70 may include a processor 701 and a memory 702; the memory 702 is coupled to the processor 701. Figure 7 is exemplary; other types of structures may also be used to supplement or replace this structure to implement telecommunication functions or other functions.

[0108] In one embodiment, the functions implemented by the high-speed line local track state evaluation method can be integrated into the processor 701. The processor 701 can be configured to perform the following control:

[0109] Acquire the frame lateral displacement data of the train passing through the target high-speed line section; extract multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak value and interval distance value; calculate the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak value and interval distance value; use the preset equivalent impact rate threshold and equivalent impact rate value to generate the local track condition evaluation result of the target high-speed line section.

[0110] As can be seen from the above, the electronic equipment provided in the embodiments of the present invention can realize local track condition evaluation by quantitatively evaluating the current vehicle system passing performance through analysis of the frame lateral displacement data. This method can relatively accurately locate local track defects on high-speed lines, providing preliminary experience for subsequent guidance on line maintenance and repair, and even for refined control of track geometry.

[0111] In another embodiment, the high-speed line local track state evaluation device can be configured separately from the processor 701. For example, the high-speed line local track state evaluation device can be configured as a chip connected to the processor 701, and the functions of the high-speed line local track state evaluation method can be implemented under the control of the processor.

[0112] like Figure 7 As shown, the electronic device 70 may further include: a communication module 703, an input unit 704, an audio processing unit 705, a display 706, and a power supply 707. It is worth noting that the electronic device 70 does not necessarily have to include Figure 7 In addition, the electronic device 70 may also include Figure 7 For components not shown, reference may be made to the prior art.

[0113] like Figure 7 As shown, the processor 701 is sometimes also referred to as a controller or an operation control, and may include a microprocessor or other processor device and / or logic device. The processor 701 receives inputs and controls the operations of various components of the electronic device 70 .

[0114] Memory 702 can be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It can store the aforementioned failure-related information and a program that executes the relevant information. Processor 701 can execute the program stored in memory 702 to implement information storage or processing.

[0115] Input unit 704 provides input to processor 701. Input unit 704 may be, for example, a keypad or touch input device. Power supply 707 is used to provide power to electronic device 70. Display 706 is used to display objects such as images and text. This display may be, for example, an LCD display, but is not limited thereto.

[0116] The memory 702 may be a solid-state memory, such as a read-only memory (ROM), a random access memory (RAM), a SIM card, or the like. Alternatively, it may be a memory that retains information even when power is off, can be selectively erased, and is provided with more data. Examples of such memory are sometimes referred to as EPROMs. The memory 702 may also be some other type of device. The memory 702 includes a buffer memory 7021 (sometimes referred to as a buffer). The memory 702 may include an application / function storage unit 7022 for storing application programs and function programs or processes for executing the operation of the electronic device 70 via the processor 701.

[0117] The memory 702 may also include a data storage unit 7023 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 7024 of the memory 702 may include various driver programs for the electronic device for communication functions and / or for executing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0118] The communication module 703 is a transmitter / receiver that sends and receives signals via the antenna 708. The communication module (transmitter / receiver) 703 is coupled to the processor 701 to provide input signals and receive output signals, which may be the same as the case of a conventional mobile communication terminal.

[0119] Based on different communication technologies, multiple communication modules 703 can be provided in the same electronic device, such as a cellular network module, a Bluetooth module, and / or a wireless local area network module. The communication module (transmitter / receiver) 703 is also coupled to a speaker 709 and a microphone 710 via an audio processing unit 705 to provide audio output via the speaker 709 and receive audio input from the microphone 710, thereby implementing common telecommunication functions. The audio processing unit 705 may include any suitable buffer, decoder, amplifier, etc. Furthermore, the audio processing unit 705 is coupled to the processor 701, enabling local recording via the microphone 710 and playback of stored audio via the speaker 709.

[0120] An embodiment of the present invention also provides a computer-readable storage medium for implementing all the steps of the high-speed line local track condition evaluation method in the above embodiment. A computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, all the steps of the high-speed line local track condition evaluation method in the above embodiment are implemented. For example, when the processor executes the computer program, the following steps are implemented: obtaining the frame lateral displacement data of the train passing through the target high-speed line section; extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak value and interval distance value; calculating the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak value and interval distance value; and generating the local track condition evaluation result of the target high-speed line section using a preset equivalent impact rate threshold and equivalent impact rate value.

[0121] As can be seen from the above, the computer-readable storage medium provided in the embodiments of the present invention can implement local track condition evaluation by quantitatively evaluating the current vehicle system's passing performance through analysis of frame lateral displacement data. This method can relatively accurately locate local track defects on high-speed lines, providing preliminary experience for subsequent guidance on line maintenance and repair, and even for refined control of track geometry.

[0122] Although the present invention provides method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-creative work. The order of steps listed in the embodiments is only one way of executing the steps among many steps and does not represent the only execution order. When an actual device or client product is executed, the method can be executed sequentially or in parallel according to the embodiments or the accompanying drawings (for example, in a parallel processor or multi-threaded processing environment).

[0123] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0124] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0125] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0126] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0127] The various embodiments in this specification are described in a progressive manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiments are generally similar to the method embodiments, so the description is relatively simple. For relevant parts, refer to the description of the method embodiments.

[0128] In this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises", "includes" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article or apparatus. The orientation or positional relationship indicated by the terms "upper", "lower", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0129] Unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0130] It should be noted that, unless there is a conflict, the embodiments and features of the embodiments of the present invention may be combined with each other. The present invention is not limited to any single aspect or embodiment, nor is it limited to any combination and / or permutation of these aspects and / or embodiments. Each aspect and / or embodiment of the present invention may be used alone or in combination with one or more other aspects and / or embodiments.

[0131] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-described embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. Such modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for evaluating the local track condition of a high-speed line, characterized in that: include: Obtaining the lateral displacement data of the train frame when it passes through the target high-speed line section; extracting multiple sets of train vibration description parameters based on the frame lateral displacement data; The train vibration description parameters include peak-to-peak value and interval distance value; Calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters according to the peak-to-peak value and the interval distance value; The equivalent impact rate values corresponding to the multiple sets of train vibration description parameters are calculated according to the following formula: Where P represents the peak-to-peak value, L represents the separation distance value, and EIR represents the equivalent impact rate; generating a local track condition evaluation result of the target high-speed line section using a preset equivalent impact rate threshold and the equivalent impact rate value; Extracting multiple sets of train vibration description parameters based on the frame lateral displacement data, including: generating a waveform diagram between the frame lateral displacement amplitude and mileage according to the frame lateral displacement data; Determine a plurality of zero-value points according to the waveform diagram; Calculate the product of two adjacent amplitude peaks of the zero-value point. If the product is less than zero, the zero-value point is determined as the target zero-value point. The amplitude difference between the peak and the trough adjacent to the target zero value point is taken as the peak-to-peak value, and the mileage difference between the peak and the trough adjacent to the target zero value point is taken as the interval distance value.

2. The method according to claim 1, characterized in that Before obtaining the frame lateral displacement data of the train passing through the target high-speed line section, it also includes: Obtain the lateral displacement signal of the frame when the train passes through the target high-speed line section; The frame lateral displacement signal is subjected to bandpass filtering to obtain lateral displacement data.

3. The method according to claim 1, characterized in that Calculating equivalent impact rate values corresponding to the multiple sets of train vibration description parameters according to the peak-to-peak value and the interval distance value includes: Determining whether the interval distance value meets a preset wavelength range; If yes, then calculate the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters.

4. The method according to claim 1, wherein Generating a local track condition evaluation result of the target high-speed line section using a preset equivalent impact rate threshold and the equivalent impact rate value includes: Determining whether the location of the equivalent impact rate value is a turnout area; If not, skip the position where the equivalent impact rate value is located; If yes, a local track condition evaluation result of the target high-speed line section is generated.

5. The method according to claim 4, characterized in that The equivalent impact rate threshold includes a first threshold and a second threshold; Generating a local track condition evaluation result of the target high-speed line section includes: Determining whether the target high-speed line section is a ballastless track; If yes, generating a local track state evaluation result of the target high-speed line section according to the first threshold and the equivalent impact rate value; If not, a local track state evaluation result of the target high-speed line section is generated according to the second threshold and the equivalent impact rate value.

6. A high-speed line local track status evaluation device, characterized in that: include: The acquisition module is used to obtain the lateral displacement data of the train frame when it passes through the target high-speed line section; A parameter module, configured to extract multiple sets of train vibration description parameters based on the frame lateral displacement data; the train vibration description parameters include peak-to-peak values and interval distance values; A calculation module is configured to calculate equivalent impact rate values corresponding to the multiple sets of train vibration description parameters based on the peak-to-peak value and the interval distance value; wherein the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters are calculated according to the following formula: P represents the peak-to-peak value, L represents the separation distance value, and EIR represents the equivalent impact rate; an evaluation module, configured to generate a local track state evaluation result of the target high-speed line section using a preset equivalent impact rate threshold and the equivalent impact rate value; Parameter module, specifically used for: generating a waveform diagram between the frame lateral displacement amplitude and mileage according to the frame lateral displacement data; Determine a plurality of zero-value points according to the waveform diagram; Calculate the product of two adjacent amplitude peaks of the zero-value point. If the product is less than zero, the zero-value point is determined as the target zero-value point. The amplitude difference between the peak and the trough adjacent to the target zero value point is taken as the peak-to-peak value, and the mileage difference between the peak and the trough adjacent to the target zero value point is taken as the interval distance value.

7. The device according to claim 6, characterized in that The device further comprises a pre-processing module, configured to: Obtain the lateral displacement signal of the frame when the train passes through the target high-speed line section; The frame lateral displacement signal is subjected to bandpass filtering to obtain lateral displacement data.

8. The device according to claim 6, characterized in that The computing module is specifically configured to: Determining whether the interval distance value meets a preset wavelength range; If yes, then calculate the equivalent impact rate values corresponding to the multiple sets of train vibration description parameters.

9. The device according to claim 6, characterized in that The evaluation module is specifically used to: Determining whether the location of the equivalent impact rate value is a turnout area; If not, skip the position where the equivalent impact rate value is located; If yes, a local track condition evaluation result of the target high-speed line section is generated.

10. The device according to claim 9, characterized in that The equivalent impact rate threshold includes a first threshold and a second threshold; the evaluation module is specifically configured to: Determining whether the target high-speed line section is a ballastless track; If yes, generating a local track state evaluation result of the target high-speed line section according to the first threshold and the equivalent impact rate value; If not, a local track state evaluation result of the target high-speed line section is generated according to the second threshold and the equivalent impact rate value.

11. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method for evaluating the local track condition of a high-speed line according to any one of claims 1 to 5 is implemented.

12. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for evaluating the local track state of a high-speed line according to any one of claims 1 to 5 is implemented.

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