Evaluation method and device for railway bridge longitudinal section design line

Abstract

The application discloses a kind of railway bridge longitudinal section design linear evaluation method and device, the method includes: according to the superposition of longitudinal section design linear of railway bridge target line and the target line deformation curve corresponding to the first bridge deformation under different temperature combination working condition, the verification of vehicle dynamic performance is carried out to the longitudinal section design linear of target line;And combining the target line deformation curve corresponding to the second bridge deformation under the combination working condition of creep and highway load, the target line deformation curve corresponding to the third bridge deformation when train single line passes through target line, and the target line deformation curve corresponding to the fourth bridge deformation when train passes through the adjacent line of target line, the verification of traction braking capacity is carried out to the longitudinal section design linear of target line.The application is to realize the quantization calculation of the influence of long wave deformation caused by temperature and other environmental factors on longitudinal section, realize the evaluation of vehicle dynamic performance and traction braking capacity of longitudinal section.

Description

Technical Field

[0001] This invention relates to the field of railway track technology, and in particular to a method and apparatus for evaluating the longitudinal profile design of railway bridges. Background Technology

[0002] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section.

[0003] The specific parameters for the longitudinal profile design of long-span railway bridges include the maximum gradient, vertical curve radius, vertical curve length, and minimum gradient length. These parameters have a direct impact on the train performance on the bridge.

[0004] Currently, the "Railway Line Design Specification" has made relatively clear provisions for the longitudinal profile of the line, but some of the indicators and parameters, such as the minimum gradient length, are mainly applicable to the roadbed section and are not applicable to long-span railway bridges.

[0005] From the current construction history of long-span railway bridges, the setting of the longitudinal section of long-span railway bridges can be divided into two situations: (1) The longitudinal section of the bridge line is designed according to the flat slope or single slope, and the bridge is set with pre-camber, that is, the pre-camber curve is the target line shape of the bridge; (2) The longitudinal section of the bridge line is designed according to the herringbone slope, and the target line shape of the bridge is the same as the longitudinal section.

[0006] In the early stages of the development of long-span railway bridges, due to a lack of coordinated design between the track and the bridge, and concerns about the performance of track expansion joints on longitudinal slopes, longitudinal slopes were generally not provided on long-span railway bridges or road-rail bridges. However, according to Article 1.0.6 of the "Code for Design of Steel Structures of Railway Bridges," which states that "bridge spans should have a pre-camber, and the pre-camber curve should be basically the same in shape as the deflection curve generated by the dead load and half of the static live load, but in the opposite direction," a pre-camber was provided. The pre-camber value was "dead load + 1 / 2 live load." Thus, after the main beam was laid with ballast and rail, each span cambered upwards relative to the flat slope by 1 / 2 live load. Because long-span railway bridges experience significant vertical deflection under live load, the camber was large, resulting in a significant difference between the final actual track alignment and the designed longitudinal profile, making it difficult to meet the static acceptance standards for track smoothness.

[0007] To resolve this contradiction, the track top elevation is typically measured after the initial completion of ballast and track laying. Then, the track engineers perform longitudinal profile fitting based on the continuous curve formed by the pre-camber and construction deviations. The slope is then adjusted to meet the maximum gradient, vertical curve radius, vertical curve length, and minimum slope length specified in the railway line design specifications as much as possible. Local ballast replenishment is often required at pier tops and tower bases. Finally, track fine-tuning is performed to achieve the final longitudinal profile design provided by the track engineers. Currently, large-span railway bridges with altered longitudinal profiles after completion using this method include: Anqing Yangtze River Railway Bridge, Huanggang Yangtze River Highway-Railway Bridge, and Tongling Yangtze River Highway-Railway Bridge.

[0008] Based on experience accumulated from the operation of long-span railway bridges, the method of using a flat slope plus pre-camber was ultimately fitted with a vertical curve. Later, to avoid localized ballast adjustments at the tower base and pier top, the bridge track was directly fitted with slopes and vertical curves, using the longitudinal profile of the track instead of pre-camber. Currently, long-span railway bridges designed using this method include the Shanghai-Suzhou-Tongzhou Yangtze River Bridge, the Wufengshan Yangtze River Bridge, and the Bianyuzhou Yangtze River Bridge. However, due to manufacturing errors in the steel beams, installation errors, track bed density errors, and bridge deformation under temperature effects, the completed bridge alignment curve deviated somewhat from the design. Subsequent longitudinal profile corrections were made to address the actual track surface alignment.

[0009] In summary, given that the longitudinal section changes made to the aforementioned bridges were all due to the difficulty in meeting the requirements of the route design specifications for slope length, in order to avoid changes to the longitudinal section of long-span bridges caused by environmental factors, in addition to strictly controlling construction deviations, the longitudinal section design parameters also need to take into account the impact of long-wave deformation caused by temperature as an environmental factor on the longitudinal section of long-span bridges. This is something that current technology cannot achieve.

[0010] Therefore, a technical solution to the above problems is urgently needed. Summary of the Invention

[0011] This invention provides a method for evaluating the longitudinal profile design alignment of railway bridges. This method quantifies the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile, enabling the evaluation of vehicle dynamic performance and traction / braking capacity of the longitudinal profile. This improves the accuracy of evaluating the longitudinal profile design alignment of railway bridges. The method includes:

[0012] The longitudinal profile design of the target railway bridge and the deformation curves of the target line corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when it passes through the target line.

[0013] When the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design of the target line has passed the verification of the vehicle's dynamic performance.

[0014] Calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined working conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line.

[0015] The longitudinal profile design of the target railway bridge line and the target line deformation curves corresponding to the first bridge deck deformation, the second bridge deck deformation and the third bridge deck deformation are superimposed to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve.

[0016] The deformation curve of the first target bridge deck and the deformation curve of the target line corresponding to the deformation of the fourth bridge deck are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve.

[0017] When the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit, a notification message is issued indicating that the longitudinal profile design of the target line has passed the verification of traction and braking capacity.

[0018] This invention also provides an evaluation device for the longitudinal profile design of railway bridges, used to quantify the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile, and to evaluate the vehicle dynamic performance and traction braking capacity of the longitudinal profile, thereby improving the accuracy of the evaluation of the longitudinal profile design of railway bridges. The device includes:

[0019] The vehicle body vertical acceleration calculation module is used to superimpose the longitudinal profile design of the target railway bridge line and the target line deformation curve corresponding to the first bridge deck deformation under different temperature combination conditions, and perform vehicle-track dynamic simulation analysis to determine the vehicle body vertical acceleration when the train passes through the target line.

[0020] The longitudinal profile vehicle dynamic performance verification module is used to issue a notification message that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification when the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit of the vehicle body.

[0021] The line deformation curve calculation module is used to calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line.

[0022] The first line deformation curve superposition module is used to superimpose the longitudinal profile design alignment of the target railway bridge line and the target line deformation curves corresponding to the first bridge deck deformation, the second bridge deck deformation and the third bridge deck deformation to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is used as the first target bridge deck deformation curve.

[0023] The second line deformation curve superposition module is used to superimpose the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation to obtain the second superposition curve; the superposition curve with the largest dynamic slope in the second superposition curve is used as the second target bridge deck deformation curve.

[0024] The longitudinal section traction and braking capacity verification module is used to issue a notification message that the longitudinal section design alignment of the target line has passed the traction and braking capacity verification when the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit.

[0025] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned method for evaluating the longitudinal profile design of railway bridges.

[0026] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for evaluating the longitudinal profile design of railway bridges.

[0027] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-mentioned method for evaluating the longitudinal profile design of railway bridges.

[0028] In this embodiment of the invention, the longitudinal profile design alignment of the target railway bridge and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line. When the vertical acceleration of the train body is less than or equal to a preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification. The target line deformation curves corresponding to the second bridge deck deformation under creep and highway load combinations, the target line deformation curves corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the train's vertical acceleration are calculated. The deformation curve of the target line corresponding to the fourth bridge deck deformation when crossing the adjacent line of the target line; the longitudinal profile design alignment of the railway bridge target line and the target line deformation curves corresponding to the first, second, and third bridge deck deformations are superimposed to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve; the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve; the second target bridge deck deformation curve... When the dynamic gradient is less than or equal to the preset dynamic gradient limit, a notification is issued indicating that the longitudinal profile design of the target line has passed the traction and braking capacity verification. Compared with existing technologies that rely solely on relevant specifications for railway bridge longitudinal profile design, this method, by superimposing the longitudinal profile design with the deformation of long-span bridges under combined temperature conditions, can determine whether the calculated vertical acceleration of the vehicle body meets the preset vertical acceleration limit. This achieves the quantitative calculation of the impact of temperature-induced long-wave deformation on the longitudinal profile, enabling the verification of vehicle dynamic performance based on the longitudinal profile design of the target line. Furthermore, by superimposing the longitudinal profile design with the bridge deck deformation curve... Furthermore, by determining whether the dynamic slope of the second target bridge deck deformation curve meets the preset dynamic slope limit, it is possible to quantitatively calculate the actual dynamic slope and traction braking capacity under various environmental factors such as temperature, creep, and highway load, as well as under multi-line train traffic conditions. This enables the verification of the traction braking capacity of the longitudinal profile design of the target line. In summary, by performing vehicle-track dynamic simulation analysis, calculating the dynamic slope after superimposing the longitudinal profile design and the bridge deck deformation curve, and performing traction braking capacity checks when necessary, a complete evaluation of the longitudinal profile design of railway bridges can be achieved, improving the accuracy of the longitudinal profile design of railway bridges. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0030] Figure 1 This is a flowchart illustrating a method for evaluating the longitudinal profile design alignment of a railway bridge according to an embodiment of the present invention.

[0031] Figure 2 This is a schematic diagram of the structure of an evaluation device for the longitudinal profile design of a railway bridge according to an embodiment of the present invention;

[0032] Figure 3 This is a specific example diagram of an evaluation device for the longitudinal profile design of a railway bridge in an embodiment of the present invention;

[0033] Figure 4 This is a specific example diagram of an evaluation device for the longitudinal profile design of a railway bridge in an embodiment of the present invention;

[0034] Figure 5 This is a schematic diagram of a computer device used for evaluating the longitudinal profile design of railway bridges in an embodiment of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0036] In this document, the term "and / or" merely describes a relationship, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B simultaneously, and B alone. Furthermore, the term "at least one" in this document means any combination of at least two of any one or more elements. For example, including at least one of A, B, and C can mean including any one or more elements selected from the set consisting of A, B, and C.

[0037] In the description of this specification, the terms "comprising," "including," "having," and "containing" are open-ended terms, meaning that they include but are not limited to. The terms "an embodiment," "a specific embodiment," "some embodiments," and "for example," etc., refer to specific features, structures, or characteristics described in connection with that embodiment or example that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. The order of steps involved in the various embodiments is used to illustrate the implementation of this application, and the order of steps is not limited and can be adjusted appropriately as needed.

[0038] The acquisition, storage, use, and processing of data in this application all comply with the relevant provisions of national laws and regulations.

[0039] Specific parameters for the longitudinal profile design of long-span railway bridges include maximum gradient, vertical curve radius, vertical curve length, and minimum gradient length. These parameters directly affect the performance of trains traveling on the bridge. Currently, the "Railway Line Design Code" provides relatively clear regulations for the longitudinal profile of railway lines; however, some of its parameters, such as the minimum gradient length, are mainly applicable to the roadbed section and not to long-span railway bridges.

[0040] From the perspective of the construction history of long-span railway bridges, the setting of the longitudinal section of long-span railway bridges can be divided into two situations: (1) The longitudinal section of the bridge line is designed according to the flat slope or single slope, while the bridge is set with pre-camber, that is, the pre-camber curve is the target line shape of the bridge; (2) The longitudinal section of the bridge line is designed according to the herringbone slope, and the target line shape of the bridge is the same as the longitudinal section.

[0041] In the early stages of the development of long-span railway bridges, due to a lack of coordinated design between the track and the bridge, and concerns about the performance of track expansion joints on longitudinal slopes, longitudinal slopes were generally not provided on long-span railway bridges or road-rail bridges. However, according to Article 1.0.6 of the "Code for Design of Steel Structures of Railway Bridges," which states that "bridge spans should have a pre-camber, and the pre-camber curve should be basically the same in shape as the deflection curve generated by the dead load and half of the static live load, but in the opposite direction," a pre-camber was provided. The pre-camber value was "dead load + 1 / 2 live load." Thus, after the main beam was laid with ballast and rail, each span cambered upwards relative to the flat slope by 1 / 2 live load. Because long-span railway bridges experience significant vertical deflection under live load, the camber was large, resulting in a significant difference between the final actual track alignment and the designed longitudinal profile, making it difficult to meet the static acceptance standards for track smoothness. To resolve this contradiction, the track top elevation is typically measured after the initial completion of ballast and track laying. Then, the track engineers perform longitudinal profile fitting based on the continuous curve formed by the pre-camber and construction deviations. The slope is then adjusted to meet the maximum gradient, vertical curve radius, vertical curve length, and minimum slope length specified in the railway line design specifications as much as possible. Local ballast replenishment is often required at pier tops and tower bases. Finally, track fine-tuning is performed to achieve the final longitudinal profile design provided by the track engineers. Currently, large-span railway bridges with altered longitudinal profiles after completion using this method include: Anqing Yangtze River Railway Bridge, Huanggang Yangtze River Highway-Railway Bridge, and Tongling Yangtze River Highway-Railway Bridge.

[0042] Based on experience accumulated from the operation of long-span railway bridges, the method of using a flat slope plus pre-camber was ultimately fitted with a vertical curve. Later, to avoid localized ballast adjustments at the tower base and pier top, the bridge track was directly fitted with slopes and vertical curves, using the longitudinal profile of the track instead of pre-camber. Currently, long-span railway bridges designed using this method include the Shanghai-Suzhou-Tongzhou Yangtze River Bridge, the Wufengshan Yangtze River Bridge, and the Bianyuzhou Yangtze River Bridge. However, due to manufacturing errors in the steel beams, installation errors, track bed density errors, and bridge deformation under temperature effects, the completed bridge alignment curve deviated somewhat from the design. Subsequent longitudinal profile corrections were made to address the actual track surface alignment.

[0043] Given that the longitudinal section changes made to the aforementioned bridges were all due to the difficulty in meeting the requirements of the line design specifications for slope length, in order to avoid changes to the longitudinal section of long-span bridges caused by environmental factors, in addition to strictly controlling construction deviations, the longitudinal section design parameters must not only meet the requirements of the current "Railway Line Design Specifications" for slope length, slope, vertical curve radius, and vertical curve length, but also take into account the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal section of long-span bridges. Furthermore, in combination with the actual dynamic slope and traction braking capacity of the longitudinal section under train operation conditions, a reasonable evaluation of each design parameter of the longitudinal section should be carried out during the design stage.

[0044] To address the aforementioned problems, this invention provides a method for evaluating the longitudinal profile design alignment of railway bridges. This method quantifies the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile, enabling the evaluation of vehicle dynamic performance and traction / braking capacity of the longitudinal profile. This improves the accuracy of evaluating the longitudinal profile design alignment of railway bridges. (See also...) Figure 1 The method may include:

[0045] Step 101: Superimpose the longitudinal profile design of the target railway bridge line and the target line deformation curve corresponding to the first bridge deck deformation under different temperature combination conditions, and perform vehicle-track dynamic simulation analysis to determine the vertical acceleration of the train body when passing through the target line.

[0046] Step 102: When the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit of the vehicle body, issue a notification message that the longitudinal profile design of the target line has passed the verification of the vehicle's dynamic performance.

[0047] Step 103: Calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line.

[0048] Step 104: Superimpose the longitudinal profile design of the target railway bridge line with the target line deformation curves corresponding to the first bridge deck deformation, the second bridge deck deformation, and the third bridge deck deformation to obtain the first superimposed curve; take the superimposed curve with the largest dynamic slope among the first superimposed curves as the first target bridge deck deformation curve.

[0049] Step 105: Superimpose the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation to obtain a second superimposed curve; take the superimposed curve with the largest dynamic slope among the above second superimposed curves as the second target bridge deck deformation curve;

[0050] Step 106: When the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit, a notification message is issued that the longitudinal profile design of the target line has passed the verification of traction and braking capacity.

[0051] In this embodiment of the invention, the longitudinal profile design alignment of the target railway bridge and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line. When the vertical acceleration of the train body is less than or equal to a preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification. The target line deformation curves corresponding to the second bridge deck deformation under creep and highway load combinations, the target line deformation curves corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the train's vertical acceleration are calculated. The deformation curve of the target line corresponding to the fourth bridge deck deformation when crossing the adjacent line of the target line; the longitudinal profile design alignment of the railway bridge target line and the target line deformation curves corresponding to the first, second, and third bridge deck deformations are superimposed to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve; the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve; the second target bridge deck deformation curve... When the dynamic gradient is less than or equal to the preset dynamic gradient limit, a notification is issued indicating that the longitudinal profile design of the target line has passed the traction and braking capacity verification. Compared with existing technologies that rely solely on relevant specifications for railway bridge longitudinal profile design, this method, by superimposing the longitudinal profile design with the deformation of long-span bridges under combined temperature conditions, can determine whether the calculated vertical acceleration of the vehicle body meets the preset vertical acceleration limit. This achieves the quantitative calculation of the impact of temperature-induced long-wave deformation on the longitudinal profile, enabling the verification of vehicle dynamic performance based on the longitudinal profile design of the target line. Furthermore, by superimposing the longitudinal profile design with the bridge deck deformation curve... Furthermore, by determining whether the dynamic slope of the second target bridge deck deformation curve meets the preset dynamic slope limit, it is possible to quantitatively calculate the actual dynamic slope and traction braking capacity under various environmental factors such as temperature, creep, and highway load, as well as under multi-line train traffic conditions. This enables the verification of the traction braking capacity of the longitudinal profile design of the target line. In summary, by performing vehicle-track dynamic simulation analysis, calculating the dynamic slope after superimposing the longitudinal profile design and the bridge deck deformation curve, and performing traction braking capacity checks when necessary, a complete evaluation of the longitudinal profile design of railway bridges can be achieved, improving the accuracy of the longitudinal profile design of railway bridges.

[0052] To address the issue that existing technologies for setting the longitudinal profile of long-span bridges do not take into account the impact of long-wave deformation caused by environmental factors such as temperature, this application adopts the following scheme for vehicle-track dynamic analysis to achieve quantitative calculation of the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile.

[0053] In practice, the longitudinal profile of the target railway bridge and the deformation curves of the target line corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when it passes through the target line.

[0054] In one embodiment, the longitudinal profile design alignment of the target railway bridge line and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line. This may include:

[0055] Obtain the longitudinal profile design alignment of the target railway bridge line;

[0056] Obtain the target track deformation curves corresponding to the first bridge deck deformation under different temperature combination conditions;

[0057] The longitudinal profile design line and the target line deformation curve corresponding to the first bridge deck deformation are superimposed to obtain the third superimposed curve.

[0058] A vehicle-track dynamic simulation analysis was performed on the third superimposed curve to determine the vertical acceleration of the train body when it passes through the target track.

[0059] In the above embodiments, for the longitudinal profile design of long-span bridges, the design parameters such as gradient length, gradient, vertical curve radius, and vertical curve length under the reference temperature should meet the relevant requirements in the current "Railway Line Design Code". Furthermore, the preset reference values ​​of longitudinal profile design parameters can be freely set according to the actual working conditions of the target railway bridge line, provided that the relevant requirements in the current "Railway Line Design Code" are met. This application does not impose specific limitations on this.

[0060] In one embodiment, the longitudinal profile design alignment of the aforementioned railway bridge target line may include:

[0061] The longitudinal profile design of the target line corresponding to different longitudinal profile design schemes; the above longitudinal profile design schemes include: longitudinal profile designed according to flat slope or single slope, and superimposed with the pre-camber curve of the bridge as the longitudinal profile design of the line; and longitudinal profile designed according to herringbone slope.

[0062] For example, we can determine whether the vertical acceleration of the train body when passing through the target line meets the preset vertical acceleration limit for the target line with different longitudinal profile design schemes:

[0063] 1. For bridges with a herringbone slope in their longitudinal profile, and where the target alignment of the completed bridge is the same as the herringbone slope, the longitudinal profile is superimposed with the deformation curves of long-span bridges under combined temperature conditions. Through vehicle-track dynamic simulation analysis, the vertical acceleration of the vehicle body is required to meet 0.45 m / s². 2 Limit requirements;

[0064] 2. For bridges with a pre-camber but a flat or single-slope longitudinal section, the pre-camber is superimposed with the deformation curve of a long-span bridge under combined temperature conditions. Through vehicle-track dynamic simulation analysis, the vertical acceleration of the vehicle body is required to meet 0.45 m / s². 2 Limit requirements.

[0065] In practice, the longitudinal profile design of the target railway bridge and the deformation curves of the target line corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when it passes through the target line. When the vertical acceleration of the train body is less than or equal to the preset vertical acceleration limit, a notification message is issued that the longitudinal profile design of the target line has passed the verification of the vehicle's dynamic performance.

[0066] In the above embodiments, by superimposing the longitudinal profile design alignment with the deformation of long-span bridges under combined temperature conditions, it is possible to determine whether the calculated vertical acceleration of the vehicle body meets the requirements of the preset vertical acceleration limit of the vehicle body. This enables the quantitative calculation of the influence of temperature-induced long-wave deformation on the longitudinal profile, and realizes the vehicle dynamic performance verification of the longitudinal profile design alignment of the target line.

[0067] In one embodiment, it may further include:

[0068] When the vertical acceleration of the vehicle body exceeds the preset limit, an alarm message is issued indicating that the longitudinal profile design needs to be modified due to temperature factors.

[0069] In practice, when the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit, after issuing a notification that the longitudinal profile design of the target line has passed the verification of the vehicle's dynamic performance, the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when the train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when the train passes through the adjacent track of the target line.

[0070] In the embodiment, the target track deformation curve corresponding to the third bridge deck deformation is used to characterize: the deformation curve of the target track at different positions of the train during the entire process of single-track train travel from entering the bridge to exiting the bridge.

[0071] The deformation curve of the target line corresponding to the deformation of the fourth bridge deck mentioned above is used to characterize the deformation curve of the target line at different positions of the train during the entire process of the train passing through the adjacent line of the target line and from entering the bridge to exiting the bridge.

[0072] In practice, after calculating the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line, the longitudinal profile design alignment of the railway bridge target line is superimposed with the target line deformation curves corresponding to the first, second, and third bridge deck deformations to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope among the above first superimposed curves is taken as the first target bridge deck deformation curve.

[0073] In specific implementation, the longitudinal profile design of the target railway bridge line and the target line deformation curves corresponding to the first, second, and third bridge deck deformations are superimposed to obtain the first superimposed curve. The superimposed curve with the largest dynamic slope among the first superimposed curves is then used as the first target bridge deck deformation curve. The first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are then superimposed to obtain the second superimposed curve. The superimposed curve with the largest dynamic slope among the second superimposed curves is then used as the second target bridge deck deformation curve.

[0074] In the embodiment, when there is an adjacent line to the target line, for double-track and multi-track bridges, the deformation curve of the target line corresponding to the deformation of the fourth bridge deck at different positions of the train during the entire process from entering to exiting the bridge when the train passes through the adjacent line (relative to the target line) can be calculated.

[0075] In one embodiment, the superimposed curve with the largest dynamic slope among the aforementioned second superimposed curves can be used as the second target bridge deck deformation curve. The corresponding slope is the most unfavorable dynamic slope under various environmental factors and multi-line traffic conditions. It is determined whether the most unfavorable dynamic slope meets the maximum slope requirement matching the line design speed in the current "Railway Line Design Specification". When it is determined that the most unfavorable dynamic slope meets the maximum slope requirement matching the line design speed in the current "Railway Line Design Specification", the longitudinal section traction and braking capacity assessment is deemed qualified.

[0076] In specific implementation, the deformation curve of the first target bridge deck and the deformation curve of the target line corresponding to the deformation of the fourth bridge deck are superimposed to obtain the second superimposed curve. The superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve. When the dynamic slope of the second target bridge deck deformation curve is less than or equal to the preset dynamic slope limit, a notification message is issued that the longitudinal profile design of the target line has passed the traction and braking capability verification.

[0077] In the above embodiments, by superimposing the longitudinal profile design alignment and the bridge deck deformation curve, and judging whether the dynamic slope of the second target bridge deck deformation curve meets the requirements of the preset dynamic slope limit, the actual dynamic slope and traction braking capacity under various environmental factors such as temperature, creep, and highway load, as well as the multi-line train traffic conditions, can be quantitatively calculated, thereby realizing the verification of the traction braking capacity of the longitudinal profile design alignment of the target line.

[0078] In one embodiment, it may further include:

[0079] When the dynamic slope of the second target bridge deck deformation curve is greater than the preset dynamic slope limit, vehicle traction and braking analysis is performed on the second target bridge deck deformation curve to obtain the coupler strength and coupler vertical swing angle of the corresponding target line.

[0080] When the coupler strength and vertical swing angle of the coupler meet the preset values ​​and the train can start or brake, a notification message is issued indicating that the traction and braking capability of the longitudinal section has been verified.

[0081] In the above embodiments, if the determined most unfavorable dynamic gradient does not meet the maximum gradient requirement that matches the design speed of the line in the current "Railway Line Design Specification", then the second target bridge deck deformation curve can be used as input data, and vehicle traction and braking analysis can be performed according to the "Train Traction Calculation Procedure". When the coupler strength and coupler vertical swing angle meet the requirements and the train can start or brake, the longitudinal section traction and braking capacity assessment is deemed qualified.

[0082] The following is a specific embodiment to illustrate the application of the method of the present invention. In this embodiment, the evaluation approach for the longitudinal profile design of a railway bridge is as follows:

[0083] (1) The longitudinal profile design of long-span bridges should take into account the influence of long-wave deformation caused by temperature, and vehicle-track dynamic analysis should be performed. The calculation conditions for the target track of railway bridges can be divided into:

[0084] a) When a bridge has a pre-camber, but the longitudinal section is a flat slope or a single slope, the pre-camber curve is used as the irregularity, and the vertical acceleration of the vehicle body meets the requirement of 0.4 m / s². 2 Limit requirements;

[0085] (b) For cases where the longitudinal profile of the bridge track adopts a herringbone slope, and the target alignment of the completed bridge is the same as the herringbone slope, the longitudinal profile is superimposed with the deformation curve of a long-span bridge under combined temperature conditions. Through vehicle-track dynamic simulation analysis, the vertical acceleration of the vehicle body is required to meet 0.45 m / s². 2 Limit requirements;

[0086] c) For bridges with a pre-camber but a flat or single-slope longitudinal section, the pre-camber is superimposed with the deformation curve of a long-span bridge under combined temperature conditions. Through vehicle-track dynamic simulation analysis, the vertical acceleration of the vehicle body is required to meet 0.45 m / s². 2 Limit requirements.

[0087] Furthermore, the longitudinal section of a long-span bridge should ensure traction and braking capacity under environmental factors and train loads. The evaluation steps for traction and braking capacity under environmental factors and train loads in this specific embodiment are as follows:

[0088] a) Calculate the bridge deck alignment under the combined effects of temperature, creep, and highway load (applicable to bridges with both road and rail traffic);

[0089] b) Calculate the bridge deck alignment at different locations of the train during the entire process of single-track traffic from entering the bridge to exiting the bridge;

[0090] c) Overlay the longitudinal profile design alignment of the target railway bridge line with the bridge deck alignment in a) and multiple bridge deck alignments in b), and calculate the actual maximum dynamic gradient and corresponding bridge deck alignment under single-track train traffic conditions after overlay.

[0091] d) For double-track and multi-track bridges, calculate the bridge deck alignment at different positions of the train during the entire process from entering to exiting the bridge (relative to the track in b).

[0092] e) Overlay the bridge deck alignment in c) with the multiple bridge deck alignments in d), calculate the actual maximum dynamic slope of the bridge deck after overlay and the corresponding bridge deck alignment. This is the most unfavorable dynamic slope under environmental factors and multi-lane traffic conditions.

[0093] f) If the most unfavorable dynamic gradient determined in e) meets the maximum gradient requirement that matches the design speed of the line in the current "Railway Line Design Code", then the traction and braking capacity assessment of the longitudinal section is qualified.

[0094] g) If the most unfavorable dynamic gradient determined in e) does not meet the maximum gradient requirement for matching the design speed of the line in the current "Railway Line Design Specification", then the bridge deck alignment curve determined in e) needs to be used as input, and the vehicle traction and braking analysis should be performed according to the "Train Traction Calculation Regulations". When the coupler strength and coupler vertical swing angle meet the requirements and the train can start or brake, the longitudinal section traction and braking capacity assessment is qualified.

[0095] The following example, which involves evaluating the longitudinal section of the Jiangyin Yangtze River Bridge, illustrates the method of this embodiment of the invention:

[0096] 1. Vehicle dynamic performance evaluation of the longitudinal section of Jiangyin Yangtze River Bridge

[0097] This invention superimposes the longitudinal profile design alignment with the temperature deformation curve of a long-span bridge, and evaluates the impact of temperature factors on vehicle dynamic response through vehicle-track dynamic analysis. Using a CRH2 high-speed train at a speed of 250 km / h as a condition, the vehicle dynamic response when the train passes through the longitudinal profile is calculated. The maximum vehicle body acceleration obtained from the simulation analysis is shown in Table 1. Table 1 displays the vertical vibration acceleration of the vehicle body corresponding to the longitudinal profile of the Jiangyin Yangtze River Bridge.

[0098] Table 1

[0099]

[0100] 2. Dynamic slope assessment of the longitudinal section of the Jiangyin Yangtze River Bridge

[0101] The Jiangyin Yangtze River Bridge is open to four railway lines. The technical standards for the Yantai-Xichang-Yixing Railway are: maximum gradient of 20‰, arrival and departure track length of 650m, and design speed of 250km / h. The technical standards for the Xinchang Railway are: limited gradient of 6‰, arrival and departure track length of 1050m, and design speed of 120km / h.

[0102] Taking the longitudinal profile scheme with a herringbone slope and a gradient of 3‰ as an example, the bridge deck deformation under single and combined working conditions of passenger cars, freight cars, highway live loads, and temperature rise and fall is calculated and superimposed with the longitudinal profile design line shape to calculate the dynamic gradient of the line. The calculation results are listed in Table 2 (Table 2 shows the dynamic gradient of the line under single working conditions) and Table 3 (Table 3 shows the dynamic gradient of the line under combined working conditions).

[0103] Table 2

[0104]

[0105]

[0106] Table 3

[0107] Combined operating conditions Maximum slope‰ Minimum slope‰ Temperature overlap of double-track passenger trains on passenger dedicated lines 6.612 -7.223 Temperature superposition of passenger and freight single-line freight cars 7.446 -7.494 Temperature overlap of passenger and freight double-line freight cars 9.730 -8.801 Passenger dedicated line double-track bus with temperature and four-lane highway 6.581 -7.332 Passenger dedicated line double-track bus with temperature and eight-lane highway 6.625 -7.331 Passenger and freight mixed-use double-lane trucks combined with temperature and four-lane highway 9.876 -9.410 Passenger and freight mixed-use double-lane trucks with overlapping temperatures and eight-lane highways 9.920 -9.410

[0108] 3. Conclusion of the longitudinal section assessment of the Jiangyin Yangtze River Bridge

[0109] 1) The maximum vehicle acceleration caused by superimposing the longitudinal profile design alignment with the bridge's temperature rise and fall curves is 0.447 m / s². 2 The vehicle body acceleration meets the requirement of 0.45 m / s². 2 Limit requirements;

[0110] 2) Under the combined working conditions of passenger cars, freight cars, highway live loads, and temperature rise and fall in the longitudinal profile design, the maximum dynamic gradient of the line is 9.92‰ and the minimum is -9.41‰, both exceeding 6‰. This meets the control standard of 20‰ for the maximum gradient of the Yancheng-Taizhou-Wuxi-Changzhou-Yixing Railway, but does not meet the 6‰ gradient restriction requirement of the Xinchang Railway. Given that the dynamic gradient changes with the movement of the vehicle, it is recommended to conduct a special analysis of traction and braking to examine the rationality of the longitudinal profile under the combined working conditions.

[0111] Of course, it is understood that there may be other variations of the above detailed process, and all such variations should fall within the protection scope of this invention.

[0112] In this embodiment of the invention, the longitudinal profile design alignment of the target railway bridge and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line. When the vertical acceleration of the train body is less than or equal to a preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification. The target line deformation curves corresponding to the second bridge deck deformation under creep and highway load combinations, the target line deformation curves corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the train's vertical acceleration are calculated. The deformation curve of the target line corresponding to the fourth bridge deck deformation when crossing the adjacent line of the target line; the longitudinal profile design alignment of the railway bridge target line and the target line deformation curves corresponding to the first, second, and third bridge deck deformations are superimposed to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve; the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve; the second target bridge deck deformation curve... When the dynamic gradient is less than or equal to the preset dynamic gradient limit, a notification is issued indicating that the longitudinal profile design of the target line has passed the traction and braking capacity verification. Compared with existing technologies that rely solely on relevant specifications for railway bridge longitudinal profile design, this method, by superimposing the longitudinal profile design with the deformation of long-span bridges under combined temperature conditions, can determine whether the calculated vertical acceleration of the vehicle body meets the preset vertical acceleration limit. This achieves the quantitative calculation of the impact of temperature-induced long-wave deformation on the longitudinal profile, enabling the verification of vehicle dynamic performance based on the longitudinal profile design of the target line. Furthermore, by superimposing the longitudinal profile design with the bridge deck deformation curve... Furthermore, by determining whether the dynamic slope of the second target bridge deck deformation curve meets the preset dynamic slope limit, it is possible to quantitatively calculate the actual dynamic slope and traction braking capacity under various environmental factors such as temperature, creep, and highway load, as well as under multi-line train traffic conditions. This enables the verification of the traction braking capacity of the longitudinal profile design of the target line. In summary, by performing vehicle-track dynamic simulation analysis, calculating the dynamic slope after superimposing the longitudinal profile design and the bridge deck deformation curve, and performing traction braking capacity checks when necessary, a complete evaluation of the longitudinal profile design of railway bridges can be achieved, improving the accuracy of the longitudinal profile design of railway bridges.

[0113] As mentioned above, the current "Railway Line Design Specification" provides relatively clear regulations on the longitudinal profile of the line, but some of its indicators and parameters, such as the minimum gradient length, are mainly applicable to the roadbed section and are not applicable to long-span railway bridges.

[0114] To avoid changes in the longitudinal profile of long-span bridges due to environmental factors, the longitudinal profile design alignment must not only meet the requirements of the current "Railway Line Design Code" regarding slope length, gradient, vertical curve radius, and vertical curve length, but also take into account the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile of long-span bridges. In addition, it is necessary to reasonably evaluate each design parameter of the longitudinal profile during the design stage, taking into account the actual dynamic gradient and traction braking capacity of the longitudinal profile under train traffic conditions.

[0115] The longitudinal profile design of long-span bridges should take into account the influence of long-wave deformation caused by temperature. Therefore, in this embodiment of the invention, the longitudinal profile design alignment (when the longitudinal profile of the line adopts a flat slope or a single-sided slope, the bridge pre-camber is used instead of the longitudinal profile) is superimposed with the deformation of the long-span bridge under combined temperature conditions, and used as an irregularity for vehicle-track dynamic analysis to meet the requirement of a vehicle body vertical acceleration of 0.45 m / s². 2 Limit requirements.

[0116] Furthermore, the longitudinal section of a long-span bridge should take into account various environmental factors and the actual dynamic gradient and traction braking capacity under train traffic conditions. Therefore, the embodiments of the present invention can calculate the actual dynamic gradient and bridge deck alignment under the most unfavorable conditions when multiple lines are in operation, examine whether the dynamic gradient meets the limit requirements in the current "Railway Line Design Specification", and if not, perform vehicle traction braking analysis according to the "Train Traction Calculation Regulations". When the coupler strength and coupler vertical swing angle meet the requirements and the train can start or brake, the traction braking capacity of the longitudinal section is qualified.

[0117] This invention also provides an evaluation device for the longitudinal profile design alignment of railway bridges, as described in the following embodiments. Since the principle behind this device is similar to the evaluation method for the longitudinal profile design alignment of railway bridges, its implementation can be found in the implementation of the evaluation method for the longitudinal profile design alignment of railway bridges; repeated details will not be elaborated further.

[0118] This invention also provides an evaluation device for the longitudinal profile design of railway bridges, used to quantify the impact of long-wave deformation caused by environmental factors such as temperature on the longitudinal profile, thereby evaluating the vehicle dynamic performance and traction braking capacity of the longitudinal profile and improving the accuracy of the evaluation of the longitudinal profile design of railway bridges. Figure 2 As shown, the device includes:

[0119] The vehicle body vertical acceleration calculation module 201 is used to superimpose the longitudinal profile design of the target railway bridge line and the target line deformation curve corresponding to the first bridge deck deformation under different temperature combination conditions, and perform vehicle-track dynamic simulation analysis to determine the vehicle body vertical acceleration when the train passes through the target line.

[0120] The longitudinal profile vehicle dynamic performance verification module 202 is used to issue a notification message that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification when the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit of the vehicle body.

[0121] The line deformation curve calculation module 203 is used to calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined working conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line.

[0122] The first line deformation curve superposition module 204 is used to superimpose the longitudinal profile design alignment of the target railway bridge line and the target line deformation curves corresponding to the first bridge deck deformation, the second bridge deck deformation and the third bridge deck deformation to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope among the first superimposed curves is taken as the first target bridge deck deformation curve.

[0123] The second line deformation curve superposition module 205 is used to superimpose the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation to obtain a second superposition curve; the superposition curve with the largest dynamic slope among the above second superposition curves is used as the second target bridge deck deformation curve.

[0124] The longitudinal section traction and braking capacity verification module 206 is used to issue a notification message that the longitudinal section design alignment of the target line has passed the traction and braking capacity verification when the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit.

[0125] In one embodiment, the vehicle body vertical acceleration calculation module is specifically used for:

[0126] Obtain the longitudinal profile design alignment of the target railway bridge line;

[0127] Obtain the target track deformation curves corresponding to the first bridge deck deformation under different temperature combination conditions;

[0128] The longitudinal profile design line and the target line deformation curve corresponding to the first bridge deck deformation are superimposed to obtain the third superimposed curve.

[0129] A vehicle-track dynamic simulation analysis was performed on the third superimposed curve to determine the vertical acceleration of the train body when it passes through the target track.

[0130] In one embodiment, the longitudinal profile design alignment of the aforementioned railway bridge target line may include:

[0131] The longitudinal profile design of the target line corresponding to different longitudinal profile design schemes; the above longitudinal profile design schemes include: longitudinal profile designed according to flat slope or single slope, and superimposed with the pre-camber curve of the bridge as the longitudinal profile design of the line; and longitudinal profile designed according to herringbone slope.

[0132] In one embodiment, the target track deformation curve corresponding to the aforementioned third bridge deck deformation is used to characterize:

[0133] The deformation curve of the target line at different locations of the train during the entire process of the train traveling on a single track from entering to exiting the bridge;

[0134] The target track deformation curve corresponding to the fourth bridge deck deformation mentioned above is used to characterize:

[0135] The deformation curve of the target line at different locations of the train as it travels along the adjacent line of the target line and throughout the entire process from entering the bridge to exiting the bridge.

[0136] In one embodiment, such as Figure 3 As shown, it may also include:

[0137] Alarm module 301 is used for:

[0138] When the vertical acceleration of the vehicle body exceeds the preset limit, an alarm message is issued indicating that the longitudinal profile design needs to be modified due to temperature factors.

[0139] In one embodiment, such as Figure 4 As shown, it may also include:

[0140] Vehicle traction and braking analysis module 401 is used for:

[0141] When the dynamic slope of the second target bridge deck deformation curve is greater than the preset dynamic slope limit, vehicle traction and braking analysis is performed on the second target bridge deck deformation curve to obtain the coupler strength and coupler vertical swing angle of the corresponding target line.

[0142] When the coupler strength and vertical swing angle of the coupler meet the preset values ​​and the train can start or brake, a notification message is issued indicating that the traction and braking capability of the longitudinal section has been verified.

[0143] Based on the above inventive concept, such as Figure 5 As shown, the present invention also proposes a computer device 500.

[0144] The computer device 500 includes a memory 510, a processor 520, and a computer program 530 stored in the memory 510 and executable on the processor 520. When the processor 520 executes the computer program 530, it implements the above-mentioned evaluation method for the longitudinal profile design of railway bridges.

[0145] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for evaluating the longitudinal profile design of railway bridges.

[0146] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-mentioned method for evaluating the longitudinal profile design of railway bridges.

[0147] In this embodiment of the invention, the longitudinal profile design alignment of the target railway bridge and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line. When the vertical acceleration of the train body is less than or equal to a preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification. The target line deformation curves corresponding to the second bridge deck deformation under creep and highway load combinations, the target line deformation curves corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the train's vertical acceleration are calculated. The deformation curve of the target line corresponding to the fourth bridge deck deformation when crossing the adjacent line of the target line; the longitudinal profile design alignment of the railway bridge target line and the target line deformation curves corresponding to the first, second, and third bridge deck deformations are superimposed to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve; the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve; the second target bridge deck deformation curve... When the dynamic gradient is less than or equal to the preset dynamic gradient limit, a notification is issued indicating that the longitudinal profile design of the target line has passed the traction and braking capacity verification. Compared with existing technologies that rely solely on relevant specifications for railway bridge longitudinal profile design, this method, by superimposing the longitudinal profile design with the deformation of long-span bridges under combined temperature conditions, can determine whether the calculated vertical acceleration of the vehicle body meets the preset vertical acceleration limit. This achieves the quantitative calculation of the impact of temperature-induced long-wave deformation on the longitudinal profile, enabling the verification of vehicle dynamic performance based on the longitudinal profile design of the target line. Furthermore, by superimposing the longitudinal profile design with the bridge deck deformation curve... Furthermore, by determining whether the dynamic slope of the second target bridge deck deformation curve meets the preset dynamic slope limit, it is possible to quantitatively calculate the actual dynamic slope and traction braking capacity under various environmental factors such as temperature, creep, and highway load, as well as under multi-line train traffic conditions. This enables the verification of the traction braking capacity of the longitudinal profile design of the target line. In summary, by performing vehicle-track dynamic simulation analysis, calculating the dynamic slope after superimposing the longitudinal profile design and the bridge deck deformation curve, and performing traction braking capacity checks when necessary, a complete evaluation of the longitudinal profile design of railway bridges can be achieved, improving the accuracy of the longitudinal profile design of railway bridges.

[0148] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0149] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations 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 processor, 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, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0150] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0151] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0152] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for evaluating the longitudinal profile design alignment of railway bridges, characterized in that, include: The longitudinal profile design of the target railway bridge and the deformation curves of the first bridge deck under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when it passes through the target track. When the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit, a notification message is issued indicating that the longitudinal profile design of the target line has passed the verification of the vehicle's dynamic performance. Calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line. The longitudinal profile design of the target railway bridge is superimposed with the target line deformation curves corresponding to the first, second, and third bridge deck deformations to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve. The first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation are superimposed to obtain the second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve. When the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit, a notification message is issued indicating that the longitudinal profile design of the target line has passed the verification of traction and braking capacity.

2. The method as described in claim 1, characterized in that, The longitudinal profile design alignment of the target railway bridge and the target line deformation curves corresponding to the first bridge deck deformation under different temperature combinations are superimposed, and vehicle-track dynamic simulation analysis is performed to determine the vertical acceleration of the train body when passing through the target line, including: Obtain the longitudinal profile design alignment of the target railway bridge line; Obtain the target track deformation curves corresponding to the first bridge deck deformation under different temperature combination conditions; The longitudinal profile design shape is superimposed with the target line deformation curve corresponding to the first bridge deck deformation to obtain the third superimposed curve. A vehicle-track dynamic simulation analysis was performed on the third superimposed curve to determine the vertical acceleration of the train body when it passes through the target track.

3. The method as described in claim 1, characterized in that, The target track deformation curve corresponding to the third bridge deck deformation is used to characterize the deformation curve of the target track at different positions of the train during the entire process of single-track train travel from entering the bridge to exiting the bridge. The target track deformation curve corresponding to the fourth bridge deck deformation is used to characterize the deformation curve of the target track at different positions of the train during the entire process of the train traveling from the adjacent track of the target track to the exit of the bridge.

4. The method as described in claim 1, characterized in that, Also includes: When the vertical acceleration of the vehicle body exceeds the preset limit, an alarm message is issued indicating that the longitudinal profile design needs to be modified due to temperature factors.

5. The method as described in claim 1, characterized in that, Also includes: When the dynamic slope of the second target bridge deck deformation curve is greater than the preset dynamic slope limit, vehicle traction and braking analysis is performed on the second target bridge deck deformation curve to obtain the coupler strength and coupler vertical swing angle of the corresponding target line. When the coupler strength and vertical swing angle of the coupler meet the preset values ​​and the train can start or brake, a notification message is issued indicating that the traction and braking capability of the longitudinal section has been verified.

6. An evaluation device for the longitudinal profile design of railway bridges, characterized in that, include: The vehicle body vertical acceleration calculation module is used to superimpose the longitudinal profile design of the target railway bridge line and the target line deformation curve corresponding to the first bridge deck deformation under different temperature combination conditions, and perform vehicle-track dynamic simulation analysis to determine the vehicle body vertical acceleration when the train passes through the target line. The longitudinal profile vehicle dynamic performance verification module is used to issue a notification message that the longitudinal profile design alignment of the target line has passed the vehicle dynamic performance verification when the vertical acceleration of the vehicle body is less than or equal to the preset vertical acceleration limit of the vehicle body. The line deformation curve calculation module is used to calculate the target line deformation curve corresponding to the second bridge deck deformation under the combined conditions of creep and highway load, the target line deformation curve corresponding to the third bridge deck deformation when a train passes through the target line on a single track, and the target line deformation curve corresponding to the fourth bridge deck deformation when a train passes through the adjacent track of the target line. The first line deformation curve superposition module is used to superimpose the longitudinal profile design alignment of the target railway bridge line with the target line deformation curves corresponding to the first bridge deck deformation, the second bridge deck deformation, and the third bridge deck deformation to obtain the first superimposed curve; the superimposed curve with the largest dynamic slope in the first superimposed curve is taken as the first target bridge deck deformation curve. The second line deformation curve superposition module is used to superimpose the first target bridge deck deformation curve and the target line deformation curve corresponding to the fourth bridge deck deformation to obtain a second superimposed curve; the superimposed curve with the largest dynamic slope in the second superimposed curve is taken as the second target bridge deck deformation curve; The longitudinal section traction and braking capacity verification module is used to issue a notification message that the longitudinal section design alignment of the target line has passed the traction and braking capacity verification when the dynamic slope of the deformation curve of the second target bridge deck is less than or equal to the preset dynamic slope limit.

7. The apparatus as claimed in claim 6, characterized in that, The vehicle body vertical acceleration calculation module is specifically used for: Obtain the longitudinal profile design alignment of the target railway bridge line; Obtain the target track deformation curves corresponding to the first bridge deck deformation under different temperature combination conditions; The longitudinal profile design shape is superimposed with the target line deformation curve corresponding to the first bridge deck deformation to obtain the third superimposed curve. A vehicle-track dynamic simulation analysis was performed on the third superimposed curve to determine the vertical acceleration of the train body when it passes through the target track.

8. The apparatus as claimed in claim 6, characterized in that, The target track deformation curve corresponding to the third bridge deck deformation is used to characterize the deformation curve of the target track at different positions of the train during the entire process of single-track train travel from entering the bridge to exiting the bridge. The target track deformation curve corresponding to the fourth bridge deck deformation is used to characterize the deformation curve of the target track at different positions of the train during the entire process of the train traveling from the adjacent track of the target track to the exit of the bridge.

9. The apparatus as claimed in claim 6, characterized in that, Also includes: The alarm module is used for: When the vertical acceleration of the vehicle body exceeds the preset limit, an alarm message is issued indicating that the longitudinal profile design needs to be modified due to temperature factors.

10. The apparatus as claimed in claim 6, characterized in that, Also includes: The vehicle traction and braking analysis module is used for: When the dynamic slope of the second target bridge deck deformation curve is greater than the preset dynamic slope limit, vehicle traction and braking analysis is performed on the second target bridge deck deformation curve to obtain the coupler strength and coupler vertical swing angle of the corresponding target line. When the coupler strength and vertical swing angle of the coupler meet the preset values ​​and the train can start or brake, a notification message is issued indicating that the traction and braking capability of the longitudinal section has been verified.

11. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 5.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

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