A ballastless track structure reliability design method, a storage medium and an equipment

Abstract

The application discloses a ballastless track structure reliability design method, a storage medium and equipment, belongs to the ballastless track field, and establishes the structure function parameters of the ballastless track structure, and the equivalent resistance attenuation coefficient is introduced correspondingly, the construction and operation of the related formula are utilized, and the resistance performance attenuation of the corresponding component in the full life cycle can be fully considered in the ballastless track structure reliability design. The ballastless track reliability design method considering the full life cycle resistance performance attenuation has simple steps, can effectively consider the influence of the resistance performance attenuation of the corresponding component in the full life cycle in the ballastless track reliability design, guarantees the accuracy and comprehensiveness of the reliability design, and simultaneously, through the equivalent calculation formula of the equivalent resistance attenuation coefficient, the related parameters required in the ballastless track reliability design can be quickly operated, the transportation process in the design process is simplified, the operation efficiency is improved, and the application has good practical value and practical significance.

Description

Technical Field

[0001] This invention belongs to the field of ballastless track, and relates to a reliability design method for ballastless track structures, as well as a storage medium and device. Specifically, it relates to a reliability design method for ballastless track structures that considers the degradation of resistance performance throughout the entire life cycle, and a corresponding storage medium and computer device. Background Technology

[0002] Under the influence of service loads, environmental factors, and internal material factors, the structural performance of engineering structures gradually declines, leading to reduced reliability and a shortened service life. However, current structural design theories do not adequately consider issues such as structural performance degradation and durability, and therefore cannot accurately reflect the safety of structures throughout their entire life cycle.

[0003] Structural engineering typically consumes enormous amounts of energy and materials. The ever-expanding scale of construction not only damages the ecosystem and pollutes the environment, exacerbating the burden on nature and threatening the depletion of finite resources, but also places a significant burden on society due to the insufficient durability of structural engineering, resulting in costs for inspection, maintenance, and reinforcement. Therefore, with the continuous development of engineering structures and the implementation of sustainable development strategies, structural life-cycle design is the future direction and trend of structural design theory.

[0004] Ballastless track is a special engineering structure, mostly made of reinforced concrete, playing a crucial role in high-speed rail and other rail transit operations. During actual operation, under the repeated impact of high-speed trains and temperature changes, micro-cracks may develop in the ballastless track structure over time. Combined with the effects of the external environment, these cracks gradually expand, and pollutants continuously penetrate the structure, causing the track concrete to deteriorate due to ongoing environmental erosion, leading to a continuous decline in track performance. Due to these factors, the reliability of the track structure varies at different stages of its lifespan, and its reliability is in a dynamic process.

[0005] Currently, according to the provisions of the "Railway Track Design Code (Limit State Method)" (Q / CR 9130-2018), in actual engineering design, the partial factor expression is usually used to realize the limit state design based on reliability. Moreover, the action partial factor and resistance partial factor in the code are usually based on the current design theory, and most of them take fixed values. The impact on the performance degradation and durability of ballastless track structures is not fully considered. As a result, the existing limit state design of ballastless track structures cannot keep up with the service performance of the structure throughout its entire life cycle, and there are certain limitations. Summary of the Invention

[0006] In response to one or more of the above-mentioned defects or improvement needs of the prior art, the present invention provides a reliability design method for ballastless track that considers the degradation of resistance performance throughout the entire life cycle. This method can realize the reliability design of ballastless track structures and consider the deterioration of their service performance over time during the design process, thereby achieving a reliability design of ballastless track structures that considers the degradation of resistance performance throughout the entire life cycle.

[0007] To achieve the above objectives, one aspect of the present invention provides a reliability design method for ballastless tracks that considers the degradation of resistance performance throughout the entire life cycle, comprising the following steps:

[0008] S1: Establish the structural function of the design object;

[0009] S2: Introduce the equivalent resistance attenuation coefficient g*, and derive the approximate formula for g* accordingly;

[0010] S3: Given the design target reliability index, calculate the initial resistance partial factor γ based on it. R0 , partial factor γ S and the mean resistance μ without considering structural performance degradation R ;

[0011] S4: Based on the initial average resistance value μ R0 With μ R The relationship between g* and μ: R0 =μ R / g*, combined with the approximate formula for g*, calculate μ. R0 The values ​​of g*;

[0012] S5: According to formula γ R =γ R0 The design resistance factor γ, which considers the structural resistance degradation over the entire life cycle, is calculated using the g* method. R ;

[0013] S6: Based on the design resistance partial factor γ R , partial factor γ S and / or mean initial resistance μ R0 Conduct reinforcement design for structural members.

[0014] As a further improvement of the present invention, in S1, the function is represented as follows:

[0015] G(t)=g(t)·R0-D S (t)-W S (t)-J S (t) (1)

[0016] In equation (1), G(t) is the function of the ballastless track structure at time t, and D S(t) represents the effect of the train load at time t, W S (t) represents the temperature effect at time t, J(t) represents the effect of the foundation action at time t, g(t) represents the resistance attenuation function of the ballastless track structure, and R0 represents the initial resistance of the ballastless track structure.

[0017] As a further improvement of the present invention, in S2, the derivation process of the approximate formula for the equivalent resistance attenuation coefficient g* includes:

[0018] S21: Obtain the formula for the failure probability of the design object within its design service life T; that is:

[0019]

[0020] In equation (2), λ W and F W (w) are the average occurrence rate and cumulative probability distribution function of the temperature effect W(t), respectively, and μ DJ It is the average of the sum of the effects of train load and the effects of subgrade foundation deformation; r represents the random variable of resistance, f R0 (r) is the probability density function of the initial resistance R0;

[0021] S22: Introduce an equivalent resistance attenuation coefficient g*, and according to the Turkstra combination rule of load effects, transform the function equation (1) into a new function, namely:

[0022]

[0023] In equation (3), G(X) represents the random variable of the function, g* is the equivalent resistance attenuation coefficient, R0 is the initial resistance, and D Sapt and J Sapt Let represent the random variables representing the effects of train load and foundation deformation at any given time. A random variable representing the maximum effect of temperature on the design service life T;

[0024] S23: Determine the time-varying failure probability corresponding to the function expression (3), and express it as follows:

[0025]

[0026] S24: Based on the principle that the failure probability is equal before and after simplification, derive an approximate formula for g*; that is:

[0027]

[0028] In the formula, It is F W The inverse function of (w), μ R0This represents the initial average resistance.

[0029] As a further improvement of the present invention, in S3, the factors acting on the initial resistance partial factor and μ R The calculation was obtained using the FORM time-invariant reliability analysis method.

[0030] In another aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the ballastless track reliability design method considering the degradation of resistance performance throughout the entire life cycle.

[0031] Another aspect of the present invention provides a computer device, including a memory, a processor, and a computer program.

[0032] The computer program is stored in a memory and configured to be executed by a processor, and when the processor executes the computer program, it implements the steps in the ballastless track reliability design method that considers the degradation of resistance performance throughout the entire life cycle.

[0033] The aforementioned improved technical features can be combined with each other as long as they do not conflict with each other.

[0034] In summary, the beneficial effects of the above-described technical solutions conceived by this invention compared with the prior art include:

[0035] (1) The reliability design method for ballastless track considering the degradation of resistance performance throughout the entire life cycle of the present invention establishes the structural functional parameters of the ballastless track structure and introduces the equivalent resistance degradation coefficient accordingly. This allows for full consideration of the degradation of the resistance performance of the corresponding components throughout the entire life cycle during the reliability design of the ballastless track structure, thereby improving the accuracy of the reliability design of the ballastless track. At the same time, by deriving the approximate formula of the equivalent resistance degradation coefficient, the calculation process of the corresponding parameters during the design can be simplified, the calculation time of the corresponding parameters can be shortened, and the efficiency of the reliability design of the ballastless track structure can be improved.

[0036] (2) The reliability design method for ballastless track considering the degradation of resistance performance throughout the entire life cycle of the present invention, through the optimized design of the derivation process of the equivalent resistance degradation coefficient, utilizes the corresponding derivation and combination calculation of the failure probability formula, the equivalent structural function, and the time-varying failure probability formula corresponding to the equivalent structural function, to quickly obtain the approximate calculation formula of the equivalent resistance degradation coefficient, effectively simplifying the calculation process of the equivalent resistance degradation coefficient, shortening the calculation time of the equivalent resistance degradation coefficient, and thus effectively improving the efficiency of the reliability design of ballastless track structure.

[0037] (3) The reliability design method for ballastless tracks of the present invention, which considers the degradation of resistance performance throughout the entire life cycle, uses the FORM time-invariant reliability analysis method to calculate the general partial factors and the mean resistance value μ when the structural performance degradation is not considered. R The calculation process is simple and fast, and it can accurately obtain the corresponding parameters quickly, providing a prerequisite and guarantee for subsequent calculations.

[0038] (4) The reliability design method for ballastless track considering the degradation of resistance performance throughout the entire life cycle of the present invention has simple steps and is easy to operate. By introducing an equivalent resistance degradation coefficient, the influence of the degradation of the resistance performance of the corresponding components throughout the entire life cycle can be effectively considered in the reliability design process of ballastless track, ensuring the accuracy and comprehensiveness of the reliability design. At the same time, by designing an equivalent calculation formula for the equivalent resistance degradation coefficient, the relevant parameters required for the reliability design of ballastless track can be quickly calculated, which greatly simplifies the calculation and design process of the corresponding parameters and improves the efficiency of the reliability design of ballastless track structure. It has good practical value and practical significance. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the embodiments 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.

[0040] Figure 1 This is a flowchart illustrating the reliability design method for ballastless track structures that considers the degradation of resistance performance throughout the entire life cycle, as described in this embodiment of the invention.

[0041] Figure 2 This is a time-varying reliability simulation trend diagram of the track bed slab within its design service life in an embodiment of the present invention. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0043] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0045] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0046] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0047] Example:

[0048] The reliability design method for ballastless track structures considering the degradation of resistance performance throughout the entire life cycle in the preferred embodiment of the present invention is as follows: Figure 1 The process shown is as follows. It includes the following steps:

[0049] S1: Establish structural function for the design object;

[0050] S2: Introduce the equivalent resistance attenuation coefficient g*, and derive an approximate formula for g* based on the principle that the failure probability is equal before and after simplification;

[0051] S3: Given the design target reliability index, calculate the initial resistance partial factor γ using the FORM time-invariant reliability analysis method. R0 , partial factor γ S and μ R ;

[0052] S4: Due to μ R Compared with the initial resistance mean μ R0 The relationship between μ and g* is: R0 =μ R Substitute / g* into the approximate formula for g* to calculate the mean initial resistance value μ. R0 and g*;

[0053] S5: Calculate the design resistance partial factor γ considering the structural resistance decay throughout its entire life cycle. R =γ R0 ·g*;

[0054] S6: Based on the design resistance partial factor γ R , partial factor γ S and / or mean initial resistance μ R0 Conduct reinforcement design for structural members.

[0055] Specifically, in S1, a structural function considering the decay of resistance over the life cycle is established. For a unitized ballastless track structure, it mainly bears the effects of train loads, temperature effects, and subgrade foundation deformation. Considering the performance decay of the ballastless track structure over time, the function can be expressed as follows for its full-life reliability analysis:

[0056] G(t)=g(t)·R0-D S (t)-W S (t)-J S (t) (1)

[0057] In equation (1), G(t) is the function of the ballastless track structure at time t, and D S (t) represents the effect of the train load at time t, W S (t) represents the temperature effect at time t, J(t) represents the effect of the foundation action at time t, g(t) represents the resistance attenuation function of the ballastless track structure, and R0 represents the initial resistance of the ballastless track structure.

[0058] Furthermore, the derivation of the approximate formula for the equivalent resistance attenuation coefficient g* in S2, in a preferred embodiment, includes the following process:

[0059] S21: Formula for obtaining the failure probability of ballastless track within its design service life T;

[0060] Considering that the variability of the temperature effect on ballastless track is relatively large compared to the variability of the train load and subgrade foundation effects, and is therefore a controlling effect, the failure probability of the ballastless track structure within its design service life T is preferably calculated using the following formula:

[0061]

[0062] In equation (2), λ W and F W (w) are the average occurrence rate and cumulative probability distribution function of the temperature effect W(t), respectively, and μ DJ It is the average of the sum of the effects of train load and the effects of subgrade foundation deformation; r represents the random variable of resistance, f R0 (r) is the probability density function of the initial resistance R0.

[0063] S22: Introduce an equivalent resistance attenuation coefficient g*, and according to the Turkstra combination rule of load effects, transform the function equation (1) into a new function, namely...

[0064]

[0065] In equation (3), G(X) represents the random variable of the function, g* is the equivalent resistance attenuation coefficient, R0 is the initial resistance, and D Sapt and J Sapt Let represent the random variables representing the effects of train load and foundation deformation at any given time. This represents the maximum effect of temperature on the design service life T.

[0066] It should be noted that the reason for proposing the equivalent resistance attenuation coefficient g* is that the failure probability of ballastless track performance degradation throughout the entire life cycle in equation (2) is very complicated and not conducive to rapid calculation and design in actual design.

[0067] S23: Determine the time-varying failure probability corresponding to the functional expression (3), which is expressed by the following formula:

[0068]

[0069] By proposing the equivalent resistance attenuation coefficient g*, the time-varying reliability problem is transformed into a time-invariant reliability problem, which in turn makes the time-varying failure probability of the function (3) representable by the above equation (4).

[0070] S24: Based on the principle that the failure probability is equal before and after simplification, derive the approximate formula for g*;

[0071] By combining formulas (2) and (4) to make them equivalent, the failure probability calculated by formula (2) is equal to the failure probability obtained by formula (4), thereby determining the value of the equivalent resistance attenuation coefficient g*.

[0072] However, this method for determining the value of g* involves calculating the probability of structural failure and solving integral equations, which is quite complex and not applicable in engineering practice. It needs to be further simplified. Based on this, after appropriate simplification, an approximate calculation formula for the equivalent resistance attenuation coefficient g* is obtained as shown in equation (5).

[0073]

[0074]

[0075] In the formula, F W -1 (w) is F W The inverse function of (w), μ R0 It is the mean of the initial resistance R0, μ R The mean resistance value, which does not consider structural performance degradation, can be obtained through the checkpoint method.

[0076] When designing ballastless tracks that consider the decay of structural resistance throughout its entire life cycle, the mean value of the initial resistance μ can be obtained by combining equations (5) and (6). R0 And g*, thus enabling design.

[0077] Furthermore, in S3, the initial resistance partial factor γ is calculated using the reliability index given the design objective. R0 , partial factor γ S and μ R .

[0078] Specifically, the initial resistance and the partial factor of action and μ R The FORM time-invariant reliability analysis method is preferred for calculation, and its specific process is preferably as follows: Figure 1 As shown, the initial resistance and the partial factors of action can be calculated, and the mean resistance μ without considering structural performance degradation can be output. R It should be noted that the above calculations generally involve partial factors and μ. R The process is a standard practice in existing technology and will not be elaborated here.

[0079] After completing μ R After calculating the initial resistance and the partial factor for action, μ R Substituting into formulas (5) and (6), the mean value of the initial resistance μ is calculated accordingly. R0And g*, and based on this, calculate the design resistance partial factor γ. R In a preferred embodiment, the resistance partial factor is designed using formula γ. R =γ R0 ·g* is used for calculation and acquisition.

[0080] Then, based on the design resistance partial factor γ R , partial factor γ S Or the initial average resistance μ R0 Conduct reinforcement design for structural members. In actual design, after obtaining the design resistance partial factor γ... R , partial factor γ S and the mean initial resistance μ R0 Afterwards, designers can perform the corresponding reinforcement design using existing design specifications or design methods.

[0081] The following is a supplementary explanation of the reliability design method for ballastless track structures that considers the degradation of resistance performance throughout the entire life cycle in the preferred embodiment, through a specific example.

[0082] In this specific embodiment, the reliability design target is a double-block ballastless track slab on a bridge. Considering the effects of train load, temperature gradient, and bridge deflection, its function can be expressed as a stochastic process.

[0083] G(X,t)=M R (t)-M d (t)-M t (t)-M nq (t) (2-1)

[0084] In the formula, G(X,t) represents the function of the double-block ballastless track slab on the bridge at time t, and M... R (t) represents the time-dependent decay model of the track slab resistance, M d (t), M t (t) and M nq (t) represents the stochastic process of the bending moment effect of train load, the bending moment effect of temperature gradient, and the bending moment effect of beam deflection deformation, respectively.

[0085] The stochastic process of load effect is described by a Poisson stochastic process, and the decay of the track bed slab bearing capacity over time is described by a power function decay model. Considering the randomness of the initial bearing capacity of the track bed slab, the time-varying failure probability of the track bed slab within the target service life T can be expressed as:

[0086]

[0087] In the formula, λ is the average occurrence rate of the control load event, and F S(s) is the cumulative probability distribution function of the control load effect S, g(t) is the attenuation function of the flexural bearing capacity of the track slab, r is the flexural bearing capacity, and f R0 (r) is the probability density function of the initial flexural bearing capacity R0.

[0088] For the double-block ballastless track slab of the bridge unit in the preferred embodiment, the temperature gradient acts as a control load event. Therefore, by equivalencing the limit state function stochastic process and the time-varying failure probability calculation formula, the following equivalent formula is obtained:

[0089]

[0090]

[0091] In the formula, g* is the equivalent attenuation coefficient of the flexural bearing capacity of the track slab; M R0 Indicates the initial bending bearing capacity of the track slab; M dapt This represents the bending moment effect of train load at any given time. M represents the random variable representing the maximum effect of the temperature gradient over the design service life T. nq The bending moment effect represents the bending deformation of the beam at any given time.

[0092] Furthermore, a partial factor design expression is used to realize the reliability-based limit state design, and the limit state method design expression based on whole-life reliability in this embodiment is expressed as follows:

[0093]

[0094] In the formula, γ d γ t and γ nq These are the partial factors for the effects of train load, temperature gradient, and bridge flexural deformation, respectively. dk M tk and M nqk These are the standard values ​​of bending moment under train load, bending moment under temperature gradient, and bending moment under bridge deflection; γ R For the whole life design resistance partial factor, M R * indicates that the design resistance to bending moment (force) throughout the entire life cycle is distributed and decays in the same way as the bending bearing capacity of the track slab cross section.

[0095] Given that the bed board is designed for a service life of 60 years, and the design target reliability index for the ultimate limit state of load-bearing capacity is β. T =3.7. Assume the decrease in the flexural bearing capacity of the track slab section over time is represented by a parabolic function (g(t) = 1 - a·t). 2The attenuation model describes the attenuation as follows: if the attenuation is 30% over the entire design service life, then the resistance attenuation function is: g(t) = 1 - 8.333 * 10 -5 ·t 2 The assumed models for each stochastic process are shown in Table 2.

[0096] Table 2. Assumption Model of Stochastic Process for Double-Block Track Slab Unit on Bridge

[0097]

[0098] In actual design, the combined effects used are: common train load positive bending moment effect + common positive temperature gradient effect + bridge deflection deformation effect. Accordingly, the life-cycle partial factor in the design expression (2-6) is determined using the method described in this invention, and the specific process is as follows:

[0099] (1) Based on equations (2-2) and (2-4), the formula for calculating the equivalent resistance attenuation coefficient g* is derived as follows:

[0100]

[0101] In the above formula, F Mt (·) and F -1 Mt (·) represent the cumulative probability distribution function and its inverse function of the temperature gradient effect, respectively. The temperature gradient effect follows an extreme value type I distribution, and its statistical parameters are shown in Table 2. The design service life T is 60 years. The sum of the mean values ​​of train load and bridge flexural deformation can be obtained from Table 2. The resistance decay function is: g(t) = 1 - 8.333 * 10 -5 *t 2 .

[0102] (2) Using the FORM method (calculation process as follows) Figure 1 The calculated initial resistance partial factor γ R0 =0.92, partial factor γ for train load effect d =1.12, the partial factor γ for the effect of temperature gradient t =1.29, the effect of bridge flexural deformation γ nq =1.11, mean resistance value without considering structural performance degradation.

[0103] (3) Due to Compared with the initial resistance mean The relationship of g* is: Substituting this into the approximate formula for g*, we obtain the equivalent attenuation coefficient g* = 0.773, and the mean initial resistance value.

[0104] (4) Calculate the design resistance partial factor γ considering the structural resistance decay throughout the entire life cycle. R =γ R0 ·g*=0.71. Meanwhile, as can be seen from the above, the partial factor γ for the effect of the temperature gradient is... t =1.29, the effect of bridge flexural deformation γ nq =1.11, the mean resistance μ considering structural performance degradation. MR0 =156.757 kN·m:

[0105] (5) Reinforcement calculations shall be performed in accordance with the requirements of the relevant specifications (e.g., the Code for Design of Railway Track (Limit State Method) (Q / CR 9130-2018) and the Code for Design of Concrete Structures (2015 Edition) (50010-2010)). Here, only the calculation of the trial reinforcement of the longitudinal section of the track slab is used as an example.

[0106] When the diameter of the tensile reinforcement is d = 18mm, the area of ​​the tensile reinforcement is calculated as A. s =4340mm 2 At this point, HRB400 steel bars of 17Ф18 can be used, with an actual steel bar area of ​​4326mm². 2 Similarly, the reinforcement (i.e., the longitudinal upper layer reinforcement) configured to ensure that the width of transverse cracks at the top of the track slab does not exceed the limit is as follows: 10Ф18 steel bars are selected, with an actual reinforcement area of ​​2545 mm². 2 Therefore, considering the degradation of resistance performance throughout the entire life cycle, the longitudinal section reinforcement results of the double-block track slab design on the bridge using the limit state method are as follows: lower layer 17Ф18, upper layer 10Ф18, with a section reinforcement ratio of 0.94%.

[0107] Furthermore, the reliability of the flexural bearing capacity of the track slab over its design service life was analyzed using FORM, and the trend of this change is as follows: Figure 2 As shown in the figure, β1 and β2 represent the changes in bearing capacity reliability over time for positive and negative resistance to bending moment effects, respectively. The figure demonstrates that the method proposed in this invention can achieve the reliability design target for ballastless track structures considering the degradation of resistance performance throughout their entire life cycle, meaning the track slab meets the specified reliability level throughout its entire life cycle.

[0108] It is easy to see that by using the method in the preferred embodiment, the reliability design of the corresponding components of the ballastless track structure can be quickly realized, the calculation process in the design process can be simplified, and the design process of the corresponding parameters can be simplified while fully considering the decay of the resistance performance of the components throughout their entire life cycle.

[0109] Furthermore, to facilitate the application of the reliability design method for ballastless track structures that considers the degradation of resistance performance throughout the entire life cycle in the preferred embodiment, a computer-readable storage medium and a computer device are also provided in the preferred embodiment.

[0110] In a preferred embodiment, a computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps in the aforementioned reliability design method for ballastless track structures considering the degradation of resistance performance throughout the entire life cycle. Accordingly, the computer device includes a memory, a processor, and a computer program; wherein the computer program is stored in the memory and configured to be executable by the processor, and when the processor executes the computer program, it implements the steps in the aforementioned reliability design method for ballastless track structures considering the degradation of resistance performance throughout the entire life cycle.

[0111] The reliability design method for ballastless tracks that considers the degradation of resistance performance throughout the entire life cycle in this invention is simple in steps and convenient in operation. By introducing an equivalent resistance degradation coefficient, the influence of the degradation of the resistance performance of corresponding components throughout the entire life cycle can be effectively considered in the reliability design process of ballastless tracks, ensuring the accuracy and comprehensiveness of the reliability design. At the same time, by designing an equivalent calculation formula for the equivalent resistance degradation coefficient, the relevant parameters required for the reliability design of ballastless tracks can be quickly calculated, which greatly simplifies the calculation and design process of the corresponding parameters and improves the efficiency of the reliability design of ballastless track structures. It has good practical value and practical significance.

[0112] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements 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 reliability design method for ballastless tracks considering the degradation of resistance performance throughout the entire life cycle, characterized in that, Includes the following steps: S1: Establish the structural function of the design object; where the function is represented as: (1) In equation (1), For ballastless track structure in t The function at time step, for t The effect of train load at any given time for t The effect of temperature over time, for t The offline foundational effect of time, Let be the resistance attenuation function of the ballastless track structure. The initial resistance of the ballastless track structure; S2: Introducing an equivalent resistance attenuation coefficient And the corresponding derivation An approximate formula; the derivation process includes: S21: Obtain the design object's design lifespan. The formula for the failure probability within; that is: (2) In equation (2), and The effects of temperature are respectively W ( t The average incidence and cumulative probability distribution function of ) It is the average of the sum of the effects of train load and the effects of subgrade foundation deformation; Represents the resistance random variable, For initial resistance The probability density function; S22: Introducing an equivalent resistance attenuation coefficient And according to the Turkstra combination rule of load effects, the function expression (1) is equivalent to a new function, namely: (3) In equation (3), A random variable representing the function. and Let represent the effects of train load and subgrade foundation deformation, respectively, at any given time. Indicates the effect of temperature on the design service life Random variables with an inner maximum effect; S23: Determine the time-varying failure probability corresponding to the function expression (3), and express it as follows: (4) S24: Based on the principle that the failure probability is equal before and after simplification, the following is derived: The approximate formula is: (5) In the formula, yes inverse function, This represents the initial average resistance. S3: Given the design target reliability index, calculate the initial resistance partial factor based on it. Partial coefficients of action and the mean resistance without considering structural performance degradation ;and , and The calculations were obtained using the FORM time-invariant reliability analysis method; S4: Based on the initial average resistance value and , Relationship: , combined The approximate formula for calculation and The value of ; S5: According to the formula Calculate the design resistance partial factor considering the structural resistance degradation over the entire life cycle. ; S6: Based on the design resistance partial factor Partial coefficients of action and / or mean initial resistance Conduct reinforcement design for structural members.

2. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the reliability design method for ballastless track considering the degradation of resistance performance throughout the entire life cycle as described in claim 1.

3. A computer device, comprising a memory, a processor, and a computer program, characterized in that, The computer program is stored in memory and configured to be executed by a processor; and When the processor executes the computer program, it implements the steps in the reliability design method for ballastless track considering the degradation of resistance performance throughout the entire life cycle as described in claim 1.

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