High-speed railway large-span bridge track smoothness evaluation method and device

Abstract

The application discloses a high-speed railway large-span bridge track smoothness evaluation method and device, and relates to the field of high-speed railway large-span bridge track smoothness evaluation. The method comprises the following steps: determining the control chord length of the high-speed railway large-span bridge track smoothness; establishing a vehicle-ballastless track space coupling dynamic model; respectively for high-low and track irregularities, constructing multiple cosine waves with different wavelengths, and superimposing the measured track random irregularity wave by adjusting the amplitude to multiple different preset chord measurement values under the control chord length; selecting multiple measured track random irregularity waves, and adjusting the amplitude to multiple different preset chord measurement values under the control chord length; performing dynamic simulation calculation to obtain the driving performance indexes corresponding to the high-low irregularity and the track irregularity; and determining the high-speed railway large-span bridge track smoothness evaluation limit under the control chord length from multiple preset chord measurement values. The application can realize the high-speed railway large-span bridge track static long-wave irregularity control standard, and has high accuracy.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway track technology, in particular to a high-speed railway large-span bridge track smoothness evaluation method and device. BACKGROUND

[0002] This section is intended to provide background or context to the embodiments of the application recited in the claims. The description herein does not constitute admission that the prior art is prior art nor does it constitute admission that the prior art is relevant.

[0003] Currently, 400 km / h is the development goal and direction of high-speed railway. At high train speed, the dynamic interaction of vehicle-track system is significantly intensified, which will pose higher challenges to train safety, running stability and ride comfort. Track irregularity is an important inducement to aggravate wheel-rail force and train vibration, therefore, maintaining high smoothness of the line is an important guarantee for safe and stable operation of high-speed trains.

[0004] High-speed railway large-span bridge track static irregularity is an important index of track construction quality control and a prerequisite for line to meet dynamic acceptance standards. One of the existing technical methods increases the 300m(or 480a)vector difference method long wave control standard on the basis of the 10m midpoint chord control standard for high and low and track alignment, to ensure the comfort of passengers, but this method is mainly suitable for roadbeds and small deformation simply supported beam bridges and other sections that are not affected by temperature, wind, etc. For large-span railway bridges, the bridge alignment in the acceptance stage is greatly different from the design alignment due to construction deviation, secondary dead load density deviation and temperature factors, causing the vector difference method to be unsuitable for large-span bridge track alignment acceptance.

[0005] Therefore, there is an urgent need for a high-speed(400km / h) railway large-span bridge track static long wave smoothness evaluation method. SUMMARY

[0006] The embodiment of the present application provides a high-speed railway large-span bridge track smoothness evaluation method, which realizes high-speed railway large-span bridge track smoothness evaluation and has high accuracy, and the method comprises the following steps:

[0007] determining a control chord length of high-speed railway large-span bridge track smoothness;

[0008] establishing a vehicle-ballastless track space coupling dynamic model;

[0009] constructing a plurality of cosine waves with different wavelengths for high and low and track irregularity respectively, and adjusting the amplitude to make the cosine waves reach a plurality of different preset chord measurement values under the control chord length, and simultaneously superimposing the measured track random irregularity wave to obtain superimposed cosine waves;

[0010] The measured track random irregularity waves are selected for high-low and track irregularities, and the amplitude of the measured track random irregularity waves is adjusted to make the measured track random irregularity waves reach a plurality of different preset string measurements under the control string length, and the amplitude-adjusted measured track random irregularity waves are obtained.

[0011] The cosine waves and the amplitude-adjusted measured track random irregularity waves are subjected to dynamic simulation calculation based on the vehicle-ballastless track spatial coupling dynamic model for high-low and track irregularities, and the driving performance indexes corresponding to the high-low irregularity and the track irregularity are obtained.

[0012] The smoothness evaluation limit under the control string length is determined from the plurality of preset string measurements based on the driving performance indexes corresponding to the high-low irregularity and the track irregularity and the corresponding acceptance standards.

[0013] The embodiment of the application provides a high-speed railway large-span bridge track smoothness evaluation device to realize high-speed railway large-span bridge track smoothness evaluation with high accuracy.

[0014] The control string length determination module is configured to determine the control string length of the high-speed railway large-span bridge track smoothness.

[0015] The model establishment module is configured to establish a vehicle-ballastless track spatial coupling dynamic model.

[0016] The superposed cosine wave construction module is configured to construct a plurality of cosine waves with different wavelengths for high-low and track irregularities, and to make the cosine waves reach a plurality of different preset string measurements under the control string length by adjusting the amplitude, and to superpose the measured track random irregularity waves to obtain the superposed cosine waves.

[0017] The amplitude-adjusted measured track random irregularity wave construction module is configured to select a plurality of measured track random irregularity waves for high-low and track irregularities, and to make the measured track random irregularity waves reach a plurality of different preset string measurements under the control string length by adjusting the amplitude, and to obtain the amplitude-adjusted measured track random irregularity waves.

[0018] The dynamic simulation calculation module is configured to perform dynamic simulation calculation on the superposed cosine waves and the amplitude-adjusted measured track random irregularity waves based on the vehicle-ballastless track spatial coupling dynamic model for high-low and track irregularities, and to obtain the driving performance indexes corresponding to the high-low irregularity and the track irregularity.

[0019] The smoothness evaluation limit determination module is configured to determine the high-speed railway large-span bridge track smoothness evaluation limit under the control string length from the plurality of preset string measurements based on the driving performance indexes corresponding to the high-low irregularity and the track irregularity and the corresponding acceptance standards.

[0020] The embodiment of the present application further provides a computer device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to realize the track smoothness evaluation method for high-speed railway large-span bridge.

[0021] The embodiment of the present application further provides a computer readable storage medium, which stores a computer program, wherein the computer program is executed by a processor to realize the track smoothness evaluation method for high-speed railway large-span bridge.

[0022] The embodiment of the present application further provides a computer program product, which comprises a computer program, wherein the computer program is executed by a processor to realize the track smoothness evaluation method for high-speed railway large-span bridge.

[0023] In the embodiment of the present application, the control chord length of the track smoothness of the high-speed railway large-span bridge is determined; a vehicle-ballastless track space coupling dynamic model is established; a plurality of cosine waves with different wavelengths are constructed for the vertical and lateral irregularities, and the amplitudes of the cosine waves are adjusted to make the cosine waves reach a plurality of preset chord measurements under the control chord length, and meanwhile, the measured track random irregularity waves are superimposed to obtain superimposed cosine waves; a plurality of measured track random irregularity waves are selected for the vertical and lateral irregularities, and the amplitudes of the measured track random irregularity waves are adjusted to make the measured track random irregularity waves reach a plurality of preset chord measurements under the control chord length to obtain amplitude-adjusted measured track random irregularity waves; the superimposed cosine waves and the amplitude-adjusted measured track random irregularity waves are subjected to dynamic simulation calculation based on the vehicle-ballastless track space coupling dynamic model for the vertical and lateral irregularities to obtain the driving performance indexes corresponding to the vertical and lateral irregularities; and the driving performance indexes corresponding to the vertical and lateral irregularities and the corresponding acceptance standards are used to determine the track smoothness evaluation limit of the high-speed railway large-span bridge under the control chord length from the plurality of preset chord measurements. In the above process, the reasonable control chord length is determined, then the vehicle-ballastless track space coupling dynamic model and the superimposed cosine waves and the amplitude-adjusted measured track random irregularity waves are used to perform dynamic calculation to determine the different preset chord measurements, and finally the smoothness evaluation limit of the control chord length for the track smoothness evaluation of the high-speed railway large-span bridge is determined. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort. In the drawings:

[0025] Figure 1 Flow chart of the track smoothness evaluation method for high-speed railway large-span bridge in the embodiment of the present application;

[0026] Figure 2 Schematic diagram of the car body vibration acceleration power spectral density curve in the embodiment of the present application;

[0027] Figure 3 Relationship between the track irregularity wavelength and the amplitude gain when the chord length is 30-100 m in the embodiment of the present application;

[0028] Figure 4 And Figure 5 Two high-speed railway cable-stayed bridges with a design speed of 350 km / h in the embodiment of the present application;

[0029] Figure 6 The vertical vibration acceleration time history curve of the car body in the middle bridge in the embodiment of the present application; Figure 4

[0030] The vertical vibration acceleration time history curve of the car body in the middle bridge in the embodiment of the present application; Figure 7 Figure 4 The vertical vibration acceleration time history curve of the car body in the middle bridge in the embodiment of the present application;

[0031] Figure 8 Figure 5 The vertical vibration acceleration time history curve of the car body in the middle bridge in the embodiment of the present application;

[0032] Figure 9 The vertical vibration acceleration time history curve of the car body in the middle bridge in the embodiment of the present application; Figure 5

[0033] Figure 10 Schematic diagram of the vehicle dynamics system and the track slab dynamics model in the embodiment of the present application;

[0034] Figure 11 Schematic diagram of the superimposed cosine wave in the embodiment of the present application;

[0035] Figure 12 Schematic diagram of the adjusted measured track random irregularity wave of the high-low irregularity (60 m chord measurement value is 5 mm) in the embodiment of the present application;

[0036] Figure 13 Schematic diagram of the adjusted measured track random irregularity wave of the lateral irregularity (60 m chord measurement value is 5 mm) in the embodiment of the present application;

[0037] Figure 14 Schematic diagram of the 3‰ herringbone slope evaluation on the bridge in the embodiment of the present application;

[0038] Figure 15 ​​​The high-speed train power response growth curve with the speed in the embodiment of the application;

[0039] Figure 16 The vehicle power response of different wavelengths and amplitudes at different speeds in the embodiment of the application;

[0040] Figure 17 The schematic diagram of the track smoothness evaluation device for the high-speed railway large-span bridge in the embodiment of the application is shown in FIG.

[0041] Figure 18 The schematic diagram of the computer device in the embodiment of the application is shown in FIG. DETAILED DESCRIPTION

[0042] To make the purpose, technical scheme and advantages of the embodiment of the application more clear and explicit, the embodiment of the application is further described in detail below with reference to the drawings. Herein, the schematic embodiment of the application and the description thereof are used to explain the application, but not as a limitation on the application.

[0043] Figure 1 The flow chart of the track smoothness evaluation method for the high-speed railway large-span bridge in the embodiment of the application is shown in FIG. Figure 1 The method comprises the following steps:

[0044] Step 101, determining the control chord length of the track smoothness of the high-speed railway large-span bridge;

[0045] Step 102, establishing a vehicle-ballastless track space coupling dynamic model;

[0046] Step 103, for the vertical and lateral irregularities, respectively, constructing a plurality of cosine waves of different wavelengths, and adjusting the amplitudes to make the cosine waves reach a plurality of different preset chord measurements under the control chord length, and simultaneously superimposing the measured track random irregularity waves to obtain superimposed cosine waves;

[0047] Step 104, for the vertical and lateral irregularities, respectively, selecting a plurality of measured track random irregularity waves, and adjusting the amplitudes to make the measured track random irregularity waves reach a plurality of different preset chord measurements under the control chord length, to obtain the amplitude-adjusted measured track random irregularity waves;

[0048] Step 105, for the vertical and lateral irregularities, respectively, based on the vehicle-ballastless track space coupling dynamic model, performing dynamic simulation calculation on the superimposed cosine waves and the amplitude-adjusted measured track random irregularity waves to obtain the corresponding driving performance indexes of the vertical and lateral irregularities, respectively;

[0049] Step 106, based on the corresponding driving performance indexes of the vertical and lateral irregularities and the corresponding acceptance standards, determining the track smoothness evaluation limit value of the high-speed railway large-span bridge under the control chord length from the plurality of preset chord measurements.

[0050] In the embodiment of the present application, the reasonable control chord length is determined, then the dynamics calculation is carried out based on the vehicle-track spatial coupling dynamics model and the superposed cosine wave and the amplitude-modulated measured track random irregularity wave, different preset chord values are determined, and finally the smoothness evaluation limit value of the control chord length for the track smoothness evaluation of the high-speed railway long-span bridge is determined.

[0051] In an embodiment, the high-speed railway is a high-speed railway suitable for a 400km / h high-speed train.

[0052] The measured track random irregularity wave is a measured track random irregularity wave of a high-speed railway subgrade section of a CRTS III slab track.

[0053] In an embodiment, the control chord length for the track smoothness of the high-speed railway long-span bridge is determined, comprising:

[0054] According to the speed of the high-speed train, the vertical sensitive wavelength and the lateral sensitive wavelength suitable for the 400km / h high-speed train are determined.

[0055] According to the vertical sensitive wavelength and the lateral sensitive wavelength of the high-speed train, in combination with the limit value of the maximum detection wavelength of the high-speed comprehensive detection train track and taking into account the current smoothness acceptance standard, the control chord length for the track smoothness of the 400km / h high-speed railway long-span bridge is determined.

[0056] When multiple high-speed trains need to be analyzed, taking the existing comprehensive detection train and a certain type of 400km / h high-speed train as an example, the examples of the vertical sensitive wavelength and the lateral sensitive wavelength are shown in Table 1.

[0057] Based on the vehicle-track coupling dynamics simulation theory, three high-speed railway track subgrade sections with a length of 1000m are arbitrarily selected as dynamic long-wave irregularities (cutoff wavelength 120m), and the subsequent vehicle-track spatial coupling dynamics model is taken as the calculation basis, a certain type of 400km / h high-speed train is taken as a multi-rigid-body model, and the power spectrum density analysis of the vertical and lateral vibration accelerations of the car body caused by the C-line irregularity is carried out, as shown in Figure 2 Figure 2 FIG. 1 is a schematic diagram of the car body vibration acceleration power spectrum density curve in the embodiment of the present application, and according to the speed of 400km of the train, the vertical sensitive wavelength of the certain type of 400km / h high-speed train is determined as 94m-190m, and the lateral sensitive wavelength is determined as 81m-189m.

[0058] Table 1: sensitive wavelength analysis table

[0059] ​

[0060] The relationship between the chord length and the wavelength is analyzed below.

[0061] The chord measurement method takes the fixed chord length as the measurement reference and uses equal interval sampling to obtain chord measurement values of each sampling point. The chord measurement method takes the fixed chord length 2L as the measurement reference. Taking three-point chord measurement as an example, assuming that the real track irregularity is hi, and the chord measurement system measurement value is yi, the real irregularities at the positions 1 / 2 chord length before and after the sampling point are and The yi calculation expression is:

[0062]

[0063] Where i is the coordinate along the track direction. Fourier transform is performed on (1) to obtain:

[0064]

[0065]

[0066] In the formula, ω is the spatial angular frequency (rad / m), ω = 2π / λ; λ is the track irregularity wavelength (m); L is 1 / 2 chord length (m); and H(ω) is the transfer function.

[0067] As can be seen from formula (3), the chord measurement method transfer function varies in the 0-2 interval with the change of ω. Different chord lengths have different effective measurement wavelength ranges. In order to ensure that the required wavelength segment is detected, different detection chord lengths should be used, and the sensitive wavelength of the vehicle should be covered as much as possible. The relationship between the track irregularity wavelength and the amplitude gain when the chord length is 30-100 m is shown in Figure 3 .

[0068] In step 102, according to the vertical sensitive wavelength and the transverse sensitive wavelength of the high-speed train, in combination with the limit value 120 m of the maximum detection wavelength of the high-speed comprehensive detection train track, the control chord length of the track smoothness of the high-speed railway large-span bridge is determined to be 60 m, that is, the control basis of the track smoothness of the 400 km / h high-speed railway large-span bridge.

[0069] In the midpoint chord measurement method, the transfer function between the chord length and the wavelength is located in the 0-2 interval. If the gain coefficient is not less than 1.0 as the effective measurement range, the effective measurement wavelength range corresponding to the 60 m chord is 40-120 m.

[0070] An example of determining the 60 m chord is given below.

[0071] Two long-span bridges on a certain railway line are a mid-span arch bridge measuring (72+320+72) m and a cable-stayed bridge measuring (45+60+63+325+63+60+45) m. During the track acceptance phase, the bridges primarily experienced vertical deformation at ambient temperature. The deformation wavelength was roughly consistent with the bridge span and did not include the specific wavelength that could cause train resonance. Figure 4 and Figure 5 In the embodiment of the present invention, two high-speed railway ballastless track cable-stayed bridges with a design speed of 350 km / h are used. Figure 4 The span of the bridge shown is (60+120+324+120+60)m, and the main beam adopts a box girder composite structure. Figure 5 The bridge span shown is (35+40+60+300+60+40+35) m. The side spans and auxiliary spans are constructed with concrete box girders, while the center span main girder is a steel-concrete composite box girder. A comprehensive test of the vertical vibration acceleration of the train body generated when a train passes over two bridges was performed. Low-pass filtering was performed to remove the high-frequency components of the vertical vibration acceleration, while retaining the long-wave components above 20 m. This clearly reveals the wavelength of the impact of the bridge's vertical deformation on the vertical vibration acceleration of the train body, as shown in the following example. Figure 6 and Figure 8 As shown, Figure 6 In the embodiment of the present invention Figure 4 The vertical vibration acceleration time history curve of the vehicle body of the Zhongda Bridge, Figure 8 In the embodiment of the present invention Figure 5 The time history curve of the vertical vibration acceleration of the vehicle body of the Zhongda Bridge is obtained, and the power spectrum density analysis of the vertical vibration acceleration of the vehicle body is performed to obtain the wavelength characteristics of the vertical vibration acceleration of the vehicle body, such as Figure 7 and Figure 9 As shown, Figure 7 In the embodiment of the present invention Figure 4 The vertical vibration acceleration time history curve of the vehicle body of the Zhongda Bridge, Figure 9 In the embodiment of the present invention Figure 5 The vertical power spectrum density of the vehicle body of the middle bridge, Figure 4 The main span of the bridge is 324m. Figure 5 The main span of the bridge is 300m. Figure 5 The bridge's main span is relatively large, but its impact on the wavelength of the vehicle's vertical vibration acceleration is limited, reaching a maximum of approximately 170 meters. The bridge's auxiliary span is relatively short, and the vehicle's vertical vibration acceleration clearly includes wavelength components similar to those of the auxiliary span. A 60-meter chord length can cover most of the long-wave components.

[0072] Based on the above analysis, considering that the 60m midpoint chord measurement method is widely used in the acceptance standards of long wave irregularities on existing tracks and long-span bridges, and in order to ensure the consistency of the standards and facilitate the implementation on site, it is determined that the 60m midpoint chord measurement method is still used for the acceptance standards of long wave irregularities of the track of the 400km / h high-speed railway long-span bridge.

[0073] In step 102, a vehicle-ballastless track spatial coupling dynamic model is established.

[0074] The 400km / h high-speed railway long-span bridge adopts a ballastless track structure form, and the bridge type scheme and span arrangement of the two aforementioned railway lines are inconsistent. In order to improve the adaptability, the bridge structure is not specifically considered, and the vehicle-ballastless track spatial coupling dynamic model is used to calculate the acceptance standards of the long wave height and track alignment of the long-span bridge track.

[0075] Specifically, the vehicle-ballastless track spatial coupling dynamic model is established based on the CRTS III slab ballastless track as the lower foundation structure. The aforementioned certain type of 400km / h high-speed train is selected, and the vehicle adopts a multi-rigid body model with a secondary suspension system, considering the heave, lateral displacement, roll, nodding, and shaking of the car body, front and rear frames, and wheelsets, with a total of 35 degrees of freedom. The train is in the form of "4x dynamic + 4x drag" 8-section marshalling, and the speeds are 350, 380, 400, 420, and 450km / h.

[0076] In an embodiment, the vehicle-ballastless track spatial coupling dynamic model includes a vehicle dynamics system and a track dynamics model.

[0077] The finite element software is used to establish the CRTS III slab ballastless track, which is composed of rails, fasteners, precast track slabs, self-compacting concrete layers, base plates, etc. from top to bottom. The dynamics model of the ballastless track includes a rail dynamics system and a track slab dynamics system, Figure 10 is a schematic diagram of the vehicle dynamics system and the track slab dynamics model in the embodiment of the application. As Figure 10As shown in the figure, the rail is regarded as an Euler beam model supported by continuous elastic discrete points, and the rail system is composed of elastic fasteners simulated by spring-damper units. The track slab, self-compacting concrete and base plate are all simulated by plate-shell elements with elastic supports, and the track slab and self-compacting concrete form a composite plate structure with common nodes. An isolation layer is set between the self-compacting concrete and the base plate, and a vertical rigid connection is established. The influence of the friction coefficient is considered in the longitudinal and transverse directions. Spring-damper units are used to simulate the elastic buffer layer between the self-compacting boss and the base plate groove and the elastic influence of the foundation on the vertical elasticity of the base plate. The foundation applies stiffness constraints to the base plate in the longitudinal and transverse directions. The interaction between the rail system and the track slab is treated with the forced vibration theory. In the dynamic simulation calculation, the stiffness matrix and mass matrix of the rail system and the track slab system are first formed based on the finite element model, and the damping matrix is ​​formed based on the Rayleigh damping method. The vertical static stiffness of the rail pad is 35MN / m, the damping is 75kN·s / m, the lateral static stiffness is 50MN / m, and the damping is 60kN·s / m

[19] ; ​​the vertical stiffness coefficient of the foundation is 60MN / m, and the damping is 90kN·s / m.

[0078] When performing subsequent dynamic simulation calculations, it is necessary to intermediately calculate the wheel-rail normal force and creep force.

[0079] First, based on the vehicle-ballastless track spatial coupling dynamic model, dynamic simulation is performed to calculate the wheel-rail normal force, longitudinal creep force, lateral creep force, and spin creep force between the wheel and rail.

[0080] Perform nonlinear correction on the longitudinal creep force and the transverse creep force between the wheel and rail to obtain the longitudinal creep force correction value and the transverse creep force correction value;

[0081] Based on the wheel-rail normal force, longitudinal creep force correction value, and lateral creep force correction value, the height irregularity evaluation index value and the track irregularity evaluation index value are calculated.

[0082] The wheel-rail normal force is calculated using Hertz's nonlinear elastic contact theory. The wheel-rail creep force is first solved using Kalker's linear creep theory to calculate the longitudinal creep force, lateral creep force, and spin creep force between the wheel and rail. The Shen-Hedrick-Elkins theory is then used to perform nonlinear corrections on the longitudinal creep force and lateral creep force between the wheel and rail.

[0083] The calculation formula of Hertz nonlinear elastic contact theory between wheel and rail can be expressed as

[0084]

[0085] Where: N Z (t) is the wheel-rail normal force;

[0086] G - wheel-rail contact constant (m / N 2 / 3);

[0087] δZ(t) - elastic compression between wheel and rail (m).

[0088] Wheel-rail creep forces are first solved by using Kalker linear creep theory to obtain longitudinal creep force, lateral creep force and spin creep force between wheel and rail.

[0089]

[0090] F x is longitudinal creep force;

[0091] F y is lateral creep force;

[0092] M z is spin creep force;

[0093] ξ x is longitudinal creep rate;

[0094] ξ y is lateral creep rate;

[0095] ξ φ is spin creep rate;

[0096] f 11 , f 22 , f 23 , f 23 , f 33 are coefficients.

[0097] In an embodiment, the driving performance indicators include driving safety and driving comfort indicators;

[0098] The driving safety indicators include derailment coefficient, wheel load reduction rate and wheelset lateral force;

[0099] The driving comfort indicators include car body vibration acceleration and smoothness indicators;

[0100] The car body vibration acceleration includes car body vertical acceleration and car body lateral acceleration.

[0101] In step 103, a plurality of cosine waves of different wavelengths are constructed for high-low and lateral irregularities respectively, and the amplitude of the cosine waves is adjusted to reach a plurality of different preset string measurement values under a control string length, and the measured track random irregularity waves are superimposed to obtain superimposed cosine waves.

[0102] In step 104, a plurality of measured track random irregularity waves are selected for high-low and lateral irregularities respectively, and the amplitude of the measured track random irregularity waves is adjusted to reach a plurality of different preset string measurement values under a control string length to obtain amplitude-adjusted measured track random irregularity waves.

[0103] The control of the track static long wave irregularity mainly involves the height and the track alignment, and considering that the existing measured dynamic irregularity detection data cannot completely cover the sensitive wavelength of the 400km-level train, the superimposed cosine wave and the measured track random irregularity wave after amplitude modulation are used for simulation calculation.

[0104] (1) Height irregularity

[0105] According to the calculation results of the sensitive wavelength of the train in Table 1, cosine waves with wavelengths of 60m, 80m, 100m, 120m, 140m, 160m, 180m and 200m are respectively constructed, the amplitude of the cosine wave is adjusted, the 60m chord measurement value of the cosine wave is 5mm or 6mm, and then the measured track random irregularity wave of a certain 1.5-42m wave band of the high-speed railway subgrade section of the CRTS III slab track is superimposed to obtain the superimposed cosine wave of the height irregularity, as shown in the following table. Figure 11 The 60m chord measurement value of the superimposed cosine wave of the height irregularity will increase slightly, which is not included in the management limit value in order to be closer to the actual situation, and the detailed values are shown in Table 2.

[0106] In addition, three high-speed railway ballastless track lines with a design speed of 350km / h are randomly selected, the measured track random irregularity wave of the height irregularity of the 1.5-120m long wave of the subgrade section track is respectively intercepted, the amplitude is adjusted, the 60m chord measurement value is 5mm or 6mm, and the adjusted measured track random irregularity wave of the height irregularity is as shown in the following table. Figure 12 Figure 12 The 60m chord measurement value of the superimposed cosine wave of the height irregularity will increase slightly, which is not included in the management limit value in order to be closer to the actual situation, and the detailed values are shown in Table 2.

[0107] Table 2 Height irregularity cosine wave amplitude and chord measurement value table

[0108]

[0109] (2) Track irregularity

[0110] The track irregularity is set the same as the height irregularity, cosine waves with wavelengths of 60m, 80m, 100m, 120m, 140m, 160m, 180m and 200m are respectively constructed, the amplitude of the cosine wave is adjusted, the 60m chord measurement value of the cosine wave is 4mm or 5mm, the cosine wave after adjusting the amplitude is superimposed with the measured track random irregularity wave to obtain the superimposed cosine wave of the track irregularity, and the detailed information of the cosine wave irregularity is shown in Table 3.

[0111] ​Three high-speed railway ballastless track lines with a design speed of 350 km / h are also selected, and the measured track irregularity waves of 1.5-120 m long waves of the track alignment in the subgrade section are intercepted, and the amplitude is adjusted so that the 60 m chord measurement value is 4 mm or 5 mm, and the adjusted measured track irregularity waves of the track alignment are as shown in Figure 13 Figure 13 The example is that the 60 m chord measurement value is 5 mm.

[0112] Table 3 Track irregularity amplitude and chord measurement value table

[0113]

[0114] The following analyzes the acceptance standards of the high-low irregularity and the track irregularity.

[0115] The acceptance standards of the track regularity of the high-speed railway long-span bridge are as follows:

[0116] (1) Wheel axle lateral force

[0117] The research on the stability of the seamless line shows that the excessive wheel axle lateral force is the main reason for the rail row transverse displacement, the dynamic instability of the seamless line, and the expansion rail runway phenomenon. For the high-speed motor train unit, the acceptance standard is that the wheel axle lateral force is not more than the limit value as follows:

[0118]

[0119] Wherein, H is the wheel axle lateral force; P w is the static axle load, and the unit is kN;

[0120] (2) Derailment coefficient

[0121] The derailment coefficient is the ratio of the instantaneous acting wheel-rail lateral force and vertical force, and is used to evaluate the possibility of wheel climbing on the rail. In order to prevent derailment, the acceptance standard corresponding to the high-speed motor train unit is that the derailment coefficient is not more than the limit value 0.8.

[0122] (3) Wheel load reduction rate

[0123] The wheel load reduction rate is defined as the ratio of the wheel load reduction amount of the load reduction side wheel and the average static wheel load of the wheel set, and is denoted as The acceptance standard is that the wheel load reduction rate is not more than the limit value 0.8.

[0124] (4) Comfort research

[0125] In the embodiment of the application, the acceptance standard of the smoothness index (W) of the vehicle dynamic response is established on the basis of the Sperling smoothness index, and is specifically shown in Table 4.

[0126] Table 4 Acceptance standard of the smoothness index (W) of the vehicle dynamic response​

[0127] Good Good Good ≤2.5 2.5～2.75 2.75～3.0

[0128] The smoothness index W (Sperling) is calculated according to the following formula:

[0129]

[0130] In the formula, W is the smoothness index;

[0131] A is the vibration acceleration (g);

[0132] f is the vibration frequency (Hz);

[0133] F(f) is the frequency correction coefficient.

[0134] (5) Vehicle body vibration acceleration

[0135] The acceptance standard has a limited value requirement for the vertical vibration acceleration and the lateral vibration acceleration of the vehicle body, which is 1.0 m / s 2 and 0.6 m / s 2 , respectively.

[0136] In the aforementioned certain railway line, the arch bridge adopts a flat slope, the main bridge of the cable-stayed bridge has a total length of 661 m, a 3‰ herringbone slope is arranged on the bridge, a circular curve with a radius R = 30000 m is used to transition at the midspan, according to the vertical curve parameters of the bridge, a track elevation alignment with a total length of 700 m is set, and based on the dynamic simulation calculation of the vehicle-unpaved track spatial coupling dynamic model, the longitudinal section is evaluated. Figure 14 As can be seen, the vertical vibration acceleration of the vehicle body reaches a maximum value of 0.48 m / s 2 when the train approaches the top of the vertical curve. According to the calculation formula (8), the average value of the vertical vibration acceleration of the vehicle body on the circular curve with a radius R = 30000 m is 0.41 m / s 2 .

[0137]

[0138] In the formula, a is the vertical vibration acceleration of the vehicle body, m / s 2 , v is the train running speed, km / h, and R is the radius of the circular curve, m.

[0139] In order to ensure the running safety of the train at the variable slope point and the comfort requirement of the passengers, when the slope difference between adjacent slope sections is greater than or equal to 1‰, a circular curve type vertical curve is used for connection, the vertical curve radius is controlled by the passenger comfort requirement, the allowed vertical centrifugal acceleration of the passenger comfort is taken as 0.4 m / s 2 , and according to the simulation calculation and theoretical derivation, in order to maintain the consistency of the standards, based on the principle of controlling under the most unfavorable working condition, the vertical centrifugal acceleration caused by the bridge vertical curve is finally selected as 0.48 m / s.2 Therefore, the maximum value of the vertical vibration acceleration of the train body caused by the track irregularity of the high-speed railway long-span bridge is 0.52 m / s 2 In the dynamic acceptance of the high-speed railway engineering, the unbalanced acceleration of the curve section should be excluded when the lateral vibration acceleration of the train body is evaluated, and therefore, the maximum value of the lateral vibration acceleration of the train body caused by the track irregularity of the high-speed railway long-span bridge is also 0.6 m / s 2 .

[0140] In summary, the evaluation indexes of the vertical irregularity and the track irregularity are the maximum values of the vertical vibration acceleration of the train body.

[0141] In an embodiment, based on the corresponding driving performance indexes and the corresponding acceptance standards of the vertical irregularity and the track irregularity, the evaluation limit of the track irregularity of the high-speed railway long-span bridge under the control chord length is determined from a plurality of preset chord measurements, including:

[0142] For the vertical irregularity and the track irregularity, for each preset chord measurement, the following judgments are made:

[0143] The vertical vibration acceleration of the train body is superimposed with the influence value of the vertical vibration acceleration of the train body caused by the vertical curve of the bridge to obtain the superimposed vertical vibration acceleration of the train body;

[0144] It is judged whether the superimposed vertical vibration acceleration of the train body exceeds the corresponding acceptance standard of the vertical vibration acceleration of the train body to obtain a first judgment result;

[0145] It is judged whether the influence value of the lateral vibration acceleration of the train body caused by a plurality of irregularities under the preset chord measurement exceeds the corresponding acceptance standard of the lateral vibration acceleration of the train body to obtain a second judgment result;

[0146] According to the train stability index value, it is judged whether the train dynamic response stability reaches the train dynamic response stability acceptance standard to obtain a third judgment result;

[0147] It is judged whether the derailment coefficient reaches the corresponding acceptance standard of the derailment coefficient to obtain a fourth judgment result;

[0148] It is judged whether the wheel load reduction rate reaches the corresponding acceptance standard of the wheel load reduction rate to obtain a fifth judgment result;

[0149] It is judged whether the wheelset lateral force reaches the corresponding acceptance standard of the wheelset lateral force to obtain a sixth judgment result;

[0150] According to the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result, it is judged whether the preset chord measurement can be used as the evaluation limit of the track irregularity of the high-speed railway long-span bridge.

[0151] (1) Uneven height

[0152] Figure 15 The growth curves of high-speed train dynamic response with speed under some working conditions are given, among which, Figure 15 (a) is the curve of the relationship between vertical stress and speed of the train body. Figure 15 (b) shows the relationship between the train stability index and speed. The response results of the high-speed train at 400 km / h are shown in Table 5. The maximum effective wavelength of the measured high and low unevenness wave is 120 m. According to the sensitive wavelength analysis, the high-speed train response reaches its maximum at a wavelength of 160 m.

[0153] Table 5 Vehicle dynamic response results (400km / h)

[0154]

[0155] For the preset chord value of 5mm, when the chord length is 60m and the chord value is 5mm, the maximum vertical vibration acceleration of the vehicle body is 0.52m / s 2 , taking into account the influence of the vertical curve of the bridge, not exceeding 1.0m / s 2 The first judgment result is that the acceptance standard of the vehicle body vertical vibration acceleration is met.

[0156] The calculated train stability index value Sperling is 2.26, the train dynamic response stability evaluation is "excellent", and the second judgment result is that the train dynamic response stability standard is met.

[0157] In addition, other judgments are continued, and the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result all meet the corresponding acceptance standards.

[0158] According to the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result, it is determined that the preset chord measurement value of 5mm can be used as the limit value for the smoothness evaluation of the track of the large-span bridge of the 400km / h high-speed railway.

[0159] For the preset chord measurement value of 6mm, the maximum vertical vibration acceleration of the vehicle body is 0.61m / s2 when the 60m chord measurement value is 6mm. Combined with the impact of the vertical curve of the bridge on the vehicle, it just exceeds the vehicle body vertical vibration acceleration acceptance standard of 1.0m / s2. The first judgment result is that the vehicle body vertical vibration acceleration acceptance standard is not met.

[0160] The calculated train stability index value Sperling is 2.38, and the train dynamic response stability evaluation is "excellent". The second judgment result is that the train dynamic response stability standard is met;

[0161] In addition, other judgments are continuously made, and the third, fourth, fifth, and sixth judgment results all reach the corresponding acceptance standards.

[0162] According to the first, second, third, fourth, fifth, and sixth judgment results, it is determined that the preset chord measurement value of 6 mm cannot be used as the limit value for the track smoothness evaluation of a 400 km / h high-speed railway long-span bridge.

[0163] In summary, for high and low irregularities, the target chord measurement value of the control chord length of 60 m for the track smoothness of a 400 km / h high-speed railway long-span bridge should not be greater than 6 mm.

[0164] (2) Track irregularity

[0165] Figure 16 The vehicle dynamic responses at different speeds for different wavelengths and amplitudes (only the responses for the cosine wavelengths of 80 m, 100 m, and 120 m are given when the amplitudes are 4 mm and 3 mm according to the sensitive wavelength, the measured track random irregularity wave causes small vehicle body acceleration, and is not listed) are given, wherein, Figure 16 (a) in the formula (1) is the train body vertical acceleration versus speed curve, Figure 16 (b) in the formula (1) is the train ride comfort index versus speed curve, and the response results of the vehicle under the superimposed cosine wave and the measured track random irregularity wave at a speed of 400 km / h are shown in Table 6.

[0166] Table 6 Vehicle dynamic response results (400 km / h)

[0167]

[0168]

[0169] When the preset chord measurement value is 5 mm, i.e., the chord measurement value of the control chord length of 60 m is 5 mm, the train body lateral vibration acceleration is 1.175 m / s2 and 0.980 m / s2 under the cosine wave wavelengths of 80 m and 100 m, respectively 2 , which exceeds the train body vertical vibration acceleration acceptance standard of 0.6 m / s 2 . Considering the influence of the bridge vertical curve on the vehicle, the train body vertical vibration acceleration exceeds 1.0 m / s 2 . The first judgment result is that the train body vertical vibration acceleration acceptance standard is exceeded, the Sperling index is 3.204 and 2.686, respectively, the evaluation corresponding to the cosine wave wavelength of 80 m is “unqualified”, the second judgment result is that the train dynamics response ride comfort standard is exceeded, the evaluation corresponding to the cosine wave wavelength of 100 m is “good”, and the second judgment result is that the train dynamics response ride comfort standard is reached.

[0170] The preset chord measure value is 4mm, that is, when the control chord length is 60m and the chord measure value is 4mm, the vehicle body transverse vibration acceleration is 0.831m / s 2 and 0.706m / s 2 under the cosine wave wavelengths of 80m and 100m, which are all greater than the vehicle body vertical vibration acceleration acceptance standard of 0.6m / s 2 . Considering the influence of the bridge vertical curve on the vehicle, the vehicle body vertical vibration acceleration exceeds the acceptance standard of 1.0m / s 2 . The first judgment result is that the vehicle body vertical vibration acceleration exceeds the acceptance standard, the Sperling indexes are 2.889 and 2.601 respectively, and the evaluation is “good”. The second judgment result is that the train dynamics response stability standard is reached.

[0171] When the preset chord measure value is 3mm, the vehicle body transverse vibration acceleration is 0.353m / s 2 and 0.547m / s 2 under the cosine wave wavelengths of 80m and 100m, which are all less than the vehicle body vertical vibration acceleration acceptance standard of 0.6m / s 2 . The Sperling indexes are 2.135 and 2.476 respectively, and the evaluation is “excellent”. The derailment coefficient and the wheelset lateral force under the speed of 400km / h all meet the specification requirements. The first judgment result is that the vehicle body vertical vibration acceleration acceptance standard is reached, and the second judgment result is that the train dynamics response stability standard is reached.

[0172] Under the above preset chord measure value, the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result all reach the corresponding acceptance standard.

[0173] However, it is very difficult to control the track irregularity 60m chord measure value to be within 3mm in the field, and the engineering department will need to invest a lot of manpower and resources. Specifically, continuous multiple wave irregularities need to be avoided. When the cosine wave track irregularity 60m chord measure value is 4mm, the vehicle body transverse vibration acceleration under the speed of 400km / h reaches 0.831m / s 2 , which exceeds the limit of 0.6m / s 2 , but the measured irregularity wave can meet the limit requirement of the vehicle body acceleration.

[0174] In summary, and considering the feasibility, for the track irregularity, the control chord length 60m chord measure value (that is, the evaluation limit) of the track smoothness evaluation of the large-span bridge of the 400km / h high-speed railway is greater than 4mm.

[0175] In summary, in the method provided in the embodiment of the present application, the control chord length of the track smoothness of the high-speed railway large-span bridge is determined; the vehicle-ballastless track spatial coupling dynamic model is established; a plurality of cosine waves with different wavelengths are constructed for the vertical and lateral irregularities respectively, and the amplitudes of the cosine waves are adjusted to make the cosine waves reach a plurality of different preset chord measurements under the control chord length, and the measured track random irregularity waves are superimposed to obtain superimposed cosine waves; a plurality of measured track random irregularity waves are selected for the vertical and lateral irregularities respectively, and the amplitudes of the measured track random irregularity waves are adjusted to make the measured track random irregularity waves reach a plurality of different preset chord measurements under the control chord length to obtain the amplitude-adjusted measured track random irregularity waves; the superimposed cosine waves and the amplitude-adjusted measured track random irregularity waves are subjected to dynamic simulation calculation based on the vehicle-ballastless track spatial coupling dynamic model, and the driving performance indexes corresponding to the vertical and lateral irregularities are obtained respectively; and the evaluation limit of the track smoothness of the high-speed railway large-span bridge under the control chord length is determined from the plurality of preset chord measurements based on the driving performance indexes corresponding to the vertical and lateral irregularities and the corresponding acceptance standards. In the above process, the reasonable control chord length is determined, then the dynamic calculation is performed based on the vehicle-ballastless track spatial coupling dynamic model and the superimposed cosine waves and the amplitude-adjusted measured track random irregularity waves, the different preset chord measurements are determined, and finally the smoothness evaluation limit of the control chord length for the track smoothness evaluation of the high-speed railway large-span bridge is determined.

[0176] The embodiment of the present application also provides a track smoothness evaluation device for a high-speed railway large-span bridge, which has a principle similar to the track smoothness evaluation method for the high-speed railway large-span bridge, and details are not repeated here.

[0177] Figure 17 Fig. 1 is a schematic diagram of the track smoothness evaluation device for the high-speed railway large-span bridge in the embodiment of the present application, which comprises:

[0178] The control chord length determination module 1701 is configured to determine the control chord length of the track smoothness of the high-speed railway large-span bridge.

[0179] The model establishment module 1702 is configured to establish the vehicle-ballastless track spatial coupling dynamic model.

[0180] The superimposed cosine wave construction module 1703 is configured to construct a plurality of cosine waves with different wavelengths for the vertical and lateral irregularities respectively, and adjust the amplitudes of the cosine waves to make the cosine waves reach a plurality of different preset chord measurements under the control chord length, and superimpose the measured track random irregularity waves to obtain superimposed cosine waves.

[0181] The amplitude-modulated measured track random irregularity wave construction module 1704 is configured to select a plurality of measured track random irregularity waves for high-low and track irregularities respectively, and to obtain amplitude-modulated measured track random irregularity waves by adjusting the amplitudes of the measured track random irregularity waves to reach a plurality of different preset chord values under the control chord length.

[0182] The power simulation calculation module 1705 is configured to perform power simulation calculation on the superimposed cosine wave and the amplitude-modulated measured track random irregularity wave based on a vehicle-ballastless track spatial coupling power model for high-low and track irregularities respectively, to obtain the driving performance indexes corresponding to the high-low and track irregularities respectively.

[0183] The smoothness evaluation limit value determination module 1706 is configured to determine the track smoothness evaluation limit value of the high-speed railway long-span bridge under the control chord length from the plurality of preset chord values based on the driving performance indexes corresponding to the high-low and track irregularities and the corresponding acceptance standards.

[0184] In an embodiment, the high-speed railway is a high-speed railway suitable for a 400km / h high-speed train.

[0185] The measured track random irregularity wave is a measured track random irregularity wave of a high-speed railway subgrade section of a CRTS III slab ballastless track.

[0186] In an embodiment, the control chord length determination module is specifically configured to:

[0187] Determine the vertical sensitive wavelength and the lateral sensitive wavelength suitable for the 400km / h high-speed train according to the speed of the high-speed train.

[0188] Determine the control chord length of the track smoothness of the 400km / h high-speed railway long-span bridge according to the vertical sensitive wavelength and the lateral sensitive wavelength of the high-speed train, in combination with the limit value of the maximum detection wavelength of the high-speed comprehensive detection train track, and taking into account the current smoothness acceptance standard.

[0189] In an embodiment, the vehicle-ballastless track spatial coupling power model includes a vehicle dynamics system and a track dynamics model.

[0190] In an embodiment, the driving performance indexes include driving safety indexes and driving comfort indexes.

[0191] The driving safety indexes include derailment coefficient, wheel load reduction rate, and wheel axle lateral force.

[0192] The driving comfort indexes include vehicle body vibration acceleration and smoothness indexes.

[0193] The vehicle body vibration acceleration includes vehicle body vertical acceleration and vehicle body lateral acceleration.

[0194] In an embodiment, the smoothness evaluation limit value determination module is specifically used for:

[0195] superimposing the influence value of the bridge vertical curve on the vehicle body vertical vibration acceleration on the vehicle body vertical vibration acceleration to obtain a superimposed vehicle body vertical vibration acceleration;

[0196] determining whether the superimposed vehicle body vertical vibration acceleration exceeds the acceptance standard corresponding to the vehicle body vertical vibration acceleration to obtain a first determination result;

[0197] determining whether the influence value of the plurality of irregularities on the vehicle body lateral vibration acceleration exceeds the acceptance standard corresponding to the vehicle body lateral vibration acceleration under the preset chord measure value to obtain a second determination result;

[0198] determining whether the train dynamics response smoothness reaches the train dynamics response smoothness acceptance standard according to the train smoothness index value to obtain a third determination result;

[0199] determining whether the derailment coefficient reaches the acceptance standard corresponding to the derailment coefficient to obtain a fourth determination result;

[0200] determining whether the wheel load reduction rate reaches the acceptance standard corresponding to the wheel load reduction rate to obtain a fifth determination result;

[0201] determining whether the wheelset lateral force reaches the acceptance standard corresponding to the wheelset lateral force to obtain a sixth determination result;

[0202] determining whether the preset chord measure value can be used as the track smoothness evaluation limit value for the high-speed railway large-span bridge according to the first determination result, the second determination result, the third determination result, the fourth determination result, the fifth determination result, and the sixth determination result.

[0203] In summary, in the device provided in the embodiment of the present application, the control chord length of the track smoothness of the high-speed railway large-span bridge is determined, the vehicle-ballastless track space coupling dynamic model is established, a plurality of cosine waves with different wavelengths are constructed for the vertical and lateral irregularities, the amplitudes of the cosine waves are adjusted to make the cosine waves reach a plurality of preset chord measurements under the control chord length, the measured track irregularity waves are superimposed to obtain superimposed cosine waves, a plurality of measured track irregularity waves are selected for the vertical and lateral irregularities, the amplitudes of the measured track irregularity waves are adjusted to make the measured track irregularity waves reach a plurality of preset chord measurements under the control chord length, the amplitudes of the measured track irregularity waves are adjusted to obtain the amplitude-adjusted measured track irregularity waves, the superimposed cosine waves and the amplitude-adjusted measured track irregularity waves are subjected to dynamic simulation calculation based on the vehicle-ballastless track space coupling dynamic model, and the driving performance indexes corresponding to the vertical and lateral irregularities are obtained, respectively, the driving performance indexes corresponding to the vertical and lateral irregularities and the corresponding acceptance standards are used to determine the track smoothness evaluation limit of the high-speed railway large-span bridge under the control chord length from the plurality of preset chord measurements. In the above process, the reasonable control chord length is determined, then the vehicle-ballastless track space coupling dynamic model and the superimposed cosine waves and the amplitude-adjusted measured track irregularity waves are used for dynamic calculation to determine the different preset chord measurements, and finally the smoothness evaluation limit of the control chord length for the track smoothness evaluation of the high-speed railway large-span bridge is determined.

[0204] The embodiment of the present application further provides a computer device, Figure 18 The computer device 1800 includes a memory 1810, a processor 1820 and a computer program 1830 stored in the memory 1810 and executable on the processor 1820, and the processor 1820 implements the high-speed railway large-span bridge track smoothness evaluation method described above when executing the computer program 1830.

[0205] The embodiment of the present application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the high-speed railway large-span bridge track smoothness evaluation method described above.

[0206] The embodiment of the present application further provides a computer program product, which includes a computer program, and the computer program is executed by a processor to implement the high-speed railway large-span bridge track smoothness evaluation method described above.

[0207] Those skilled in the art will appreciate that embodiments of the application can be devised for a method, a system, or a computer program product. Accordingly, the present application can be embodied in the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0208] The present application is described in reference to the flowchart and / or block diagrams of the method, apparatus (system) and computer program product according to embodiments of the application. It will be understood that each block of the flowchart and / or block diagrams, and combinations of blocks in the flowchart 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, special purpose computer, embedded processing device or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0209] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0210] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0211] The specific embodiments described above are illustrative for purposes of the present application. The particular implementations are not intended to limit the scope of the present application, which is defined by the appended claims. Numerous variations, changes, and substitutions can be made without departing from the application. It is the intention of the present application to embrace all such variations, changes, and substitutions that fall within the scope of the present application.

Claims

1. A method for evaluating the track smoothness of a high-speed railway long-span bridge, characterized in that: include: Determine the control chord length for track smoothness of long-span bridges on high-speed railways; Establish a vehicle-ballastless track spatial coupling dynamic model; Construct multiple cosine waves of different wavelengths for both height and track irregularities, and adjust the amplitudes to achieve multiple preset chord measurement values ​​under controlled chord lengths. Simultaneously, the measured random track irregularity waves are superimposed to obtain superimposed cosine waves. For each of the height and direction irregularities, multiple measured track random irregularity waves are selected, and the amplitudes of the measured track random irregularity waves are adjusted to reach multiple different preset chord measurement values ​​under a controlled chord length, thereby obtaining the amplitude-modulated measured track random irregularity waves. Based on the vehicle-ballastless track spatial coupling dynamic model, dynamic simulation calculations are performed on the superimposed cosine waves and the amplitude-modulated measured random track irregularity waves to obtain the corresponding driving performance indicators for height and track irregularities. Based on the driving performance indicators and corresponding acceptance criteria corresponding to height irregularity and track direction irregularity, the track smoothness evaluation limit of high-speed railway long-span bridges under controlled chord length is determined from multiple preset chord measurement values.

2. The method according to claim 1, wherein The high-speed railway is suitable for 400km / h high-speed trains; The measured random track irregularities and waves are the measured random track irregularities and waves in the high-speed railway subgrade section of the CRTS III slab ballastless track.

3. The method according to claim 2, wherein Determine the control chord length for track smoothness of long-span high-speed railway bridges, including: According to the speed of the high-speed train, determine the vertical sensitive wavelength and lateral sensitive wavelength applicable to the 400km / h high-speed train; Based on the vertical and lateral sensitive wavelengths of high-speed trains, combined with the limit of the maximum detection wavelength of high-speed comprehensive inspection train tracks, and taking into account the current smoothness evaluation standards, the control chord length for the smoothness of large-span bridge tracks on 400km / h high-speed railways is determined.

4. The method according to claim 1, wherein The vehicle-ballastless track spatial coupling dynamic model includes a vehicle dynamics system and a track dynamics model.

5. The method according to claim 1, wherein The driving performance index includes a driving safety index and a driving comfort index; The driving safety indicators include derailment coefficient, wheel load reduction rate and wheel axle lateral force; The driving comfort index includes vehicle body vibration acceleration and stability index; The vehicle body vibration acceleration includes the vehicle body vertical acceleration and the vehicle body lateral acceleration.

6. The method according to claim 5, wherein Based on the corresponding driving performance indicators and acceptance criteria for height irregularities and track irregularities, the track smoothness evaluation limits for high-speed railway long-span bridges under controlled chord length are determined from multiple preset chord measurement values, including: For each preset chord measurement value, the following judgments are made for both height irregularity and track irregularity: The influence value of the vertical curve of the bridge on the vertical vibration acceleration of the vehicle body is superimposed on the vertical vibration acceleration of the vehicle body to obtain the superimposed vertical vibration acceleration of the vehicle body; determining whether the superimposed vehicle body vertical vibration acceleration exceeds an acceptance standard corresponding to the vehicle body vertical vibration acceleration, thereby obtaining a first determination result; determining whether the impact of the various irregularities on the vehicle body lateral vibration acceleration under the preset chord measurement value exceeds an acceptance standard corresponding to the vehicle body lateral vibration acceleration, thereby obtaining a second determination result; determining, based on the train stability index value, whether the train dynamic response stability meets the train dynamic response stability acceptance standard, and obtaining a third determination result; determining whether the derailment coefficient meets an acceptance standard corresponding to the derailment coefficient, thereby obtaining a fourth determination result; Determining whether the wheel weight reduction rate meets the acceptance standard corresponding to the wheel weight reduction rate, and obtaining a fifth determination result; determining whether the axle lateral force meets an acceptance standard corresponding to the axle lateral force, thereby obtaining a sixth determination result; According to the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result, it is judged whether the preset chord measurement value can be used as the limit value for evaluating the smoothness of the track of a large-span bridge on a high-speed railway.

7. A device for evaluating the track smoothness of a high-speed railway long-span bridge, characterized in that: include: The control chord length determination module is used to determine the control chord length for track smoothness of long-span bridges on high-speed railways; Model building module, used to establish vehicle-ballastless track spatial coupling dynamic model; The superimposed cosine wave construction module is used to construct multiple cosine waves of different wavelengths for each of the height and track irregularities, and adjust the amplitudes so that the cosine waves reach multiple different preset chord measurement values ​​under the controlled chord length. At the same time, the measured random track irregularity waves are superimposed to obtain the superimposed cosine waves; The amplitude-modulated measured track random irregularity construction module is used to select multiple measured track random irregularity waves for each of the height and track direction irregularities, and adjust the amplitudes of the measured track random irregularity waves to reach multiple different preset chord measurement values ​​under the controlled chord length, thereby obtaining the amplitude-modulated measured track random irregularity waves. The dynamic simulation calculation module is used to perform dynamic simulation calculations on the superimposed cosine waves and the amplitude-modulated measured random track irregularities based on the vehicle-ballastless track spatial coupling dynamic model, respectively, to obtain the driving performance indicators corresponding to the vertical and horizontal irregularities and the track irregularities. The smoothness evaluation limit determination module is used to determine the smoothness evaluation limit of the high-speed railway long-span bridge track under the controlled chord length from multiple preset chord measurement values ​​based on the driving performance indicators and corresponding acceptance standards corresponding to height irregularity and track direction irregularity.

8. The device according to claim 7, wherein The high-speed railway is suitable for 400km / h high-speed trains; The measured random track irregularities and waves are the measured random track irregularities and waves in the high-speed railway subgrade section of the CRTS III slab ballastless track.

9. The device according to claim 8, wherein The control chord length determination module is specifically used for: According to the speed of the high-speed train, determine the vertical sensitive wavelength and lateral sensitive wavelength applicable to the 400km / h high-speed train; Based on the vertical sensitive wavelength and lateral sensitive wavelength of high-speed trains, combined with the limit of the maximum detection wavelength of high-speed comprehensive inspection train tracks, and taking into account the current smoothness acceptance standards, the control chord length of the track smoothness of large-span bridges on 400km / h high-speed railways is determined.

10. The device according to claim 7, wherein The vehicle-ballastless track spatial coupling dynamic model includes the vehicle dynamics system and the track dynamics model.

11. The device according to claim 7, wherein The driving performance index includes a driving safety index and a driving comfort index; The driving safety index includes derailment coefficient, wheel load reduction rate and wheel axle lateral force; The driving comfort index includes vehicle body vibration acceleration and stability index; The vehicle body vibration acceleration includes the vehicle body vertical acceleration and the vehicle body lateral acceleration.

12. The device according to claim 11, wherein The ride comfort evaluation limit determination module is specifically used for: The influence value of the vertical curve of the bridge on the vertical vibration acceleration of the vehicle body is superimposed on the vertical vibration acceleration of the vehicle body to obtain the superimposed vertical vibration acceleration of the vehicle body; determining whether the superimposed vehicle body vertical vibration acceleration exceeds an acceptance standard corresponding to the vehicle body vertical vibration acceleration, thereby obtaining a first determination result; determining whether the impact of the various irregularities on the vehicle body lateral vibration acceleration under the preset chord measurement value exceeds an acceptance standard corresponding to the vehicle body lateral vibration acceleration, thereby obtaining a second determination result; determining, based on the train stability index value, whether the train dynamic response stability meets the train dynamic response stability acceptance standard, and obtaining a third determination result; determining whether the derailment coefficient meets an acceptance standard corresponding to the derailment coefficient, thereby obtaining a fourth determination result; Determining whether the wheel weight reduction rate meets the acceptance standard corresponding to the wheel weight reduction rate, and obtaining a fifth determination result; determining whether the axle lateral force meets an acceptance standard corresponding to the axle lateral force, thereby obtaining a sixth determination result; According to the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, the fifth judgment result and the sixth judgment result, it is judged whether the preset chord measurement value can be used as the limit value for evaluating the smoothness of the track of a large-span bridge on a high-speed railway.

13. A computer 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 according to any one of claims 1 to 6 is implemented.

14. 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 according to any one of claims 1 to 6 is implemented.

15. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

Images