Method and system for dynamically recombining and updating combination profile of turnout system

Abstract

The invention relates to the technical field of train-turnout system dynamics research, and provides a train-turnout system combination profile dynamic recombination updating method and system, and the method comprises the following steps: building a flexible turnout model considering the combination profile dynamic recombination and the nonlinear interaction between rail members; establishing a vehicle-turnout rigid-flexible coupling dynamics calculation system which comprises a rigid vehicle model, a flexible turnout model and a wheel-rail contact module; the rigid vehicle model and the flexible turnout model are coupled through the wheel-rail contact module, a vehicle-turnout rigid-flexible coupling dynamic model is established, and the vehicle-turnout rigid-flexible coupling dynamic model is subjected to steel rail profile dynamic recombination updating and vehicle-turnout system dynamics solving. By establishing a relatively complete vehicle-turnout rigid-flexible coupling dynamic model, fully considering the difference of the sub-rail rigidity of each rail piece and considering the actual rail structure service environment, the dynamic reconstruction of the combined rail piece is realized, and the improvement of the high-speed turnout wheel-rail contact theory and the vehicle rail system dynamic theory is facilitated.

Description

Technical Field

[0001] The present application relates to the technical field of dynamic research on a turnout system, and in particular to a method and system for dynamically reorganizing and updating the combined profile of a turnout system. Background Art

[0002] Turnouts are the intersections of railway lines and are essential track equipment for high-speed trains to change lines or run across lines. Due to their large number of applications, complex structures, variable states, and numerous defects, they are the weak link of high-speed railway lines and the focus and difficulty of maintenance and repair. They are also regarded as one of the core technologies of high-speed railways besides high-speed vehicles and train control systems. In addition, in order to realize the cross-line operation of high-speed trains, the turnout point rail and heart rail are long and partially unfastened components, while the base rail and wing rail are fastened with fasteners, and the two are abutted against each other through a conversion locking device to form an overall combined profile.

[0003] Under the action of wheel load, affected by the differences in bending stiffness, constraints and under-rail support conditions between the turnout rails, there is a significant dynamic displacement difference between the point rail and the base rail, and between the heart rail and the wing rail, resulting in dynamic reorganization of the combined profile of the point rail and the base rail, and between the heart rail and the wing rail. The spatial position of the wheel-rail contact point changes within the wheel load transition range, causing the wheel-rail contact relationship to change and intensifying the dynamic interaction between the wheel and rail. The larger wheel-rail dynamic interaction is the main cause of rail damage and diseases, such as rolling contact fatigue, wear, and plastic cumulative deformation, which further increases the maintenance workload of the turnout area, accounting for about 1 / 3 to 1 / 2 of the total railway maintenance workload.

[0004] Therefore, it is urgent to improve the wheel-rail contact theory of high-speed turnouts and the dynamics theory of vehicle-track system according to the actual service environment of the track structure.

[0005] The existing dynamics research methods of the vehicle-turnout system (full name: vehicle-turnout coupling system) have the following defects: (1) The difference in the under-rail support conditions between the movable rail and the fixed rail is ignored, and the two are considered as one rail, resulting in a smaller calculated wheel load transition range; (2) Only the transfer and distribution of wheel loads on the point rail and base rail can be studied, while the influence of the relative motion between the point rail and base rail on the macroscopic wheel-rail vertical force is ignored; (3) The study on dynamic reconstruction of combined rails is limited to a single wheelset and cannot reflect its impact on the four wheelsets of the entire vehicle; (4) The research on dynamic reorganization of combined profiles is limited to the switch components, and there is a lack of research on the relative movement between the heart rail and the wing rail of the frog component; (5) The calculation cost is too high. Summary of the invention

[0006] The present application provides a method for dynamically reorganizing and updating the combined profile of a turnout system, which can solve the technical problem that the actual service environment of the track structure is not considered in the prior art research on the wheel-rail contact theory of high-speed turnouts and the dynamics theory of vehicle-track systems.

[0007] In a first aspect, the present application provides a method for dynamically reorganizing and updating the combined profile of a turnout system, comprising the following steps: Establish a flexible turnout model that takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; Establish a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model, and a wheel-rail contact module; The rigid vehicle model and the flexible turnout model are coupled by the wheel-rail contact module to establish a vehicle-turnout rigid-flexible coupling dynamic model. The rail profile is dynamically reorganized and updated and the dynamics of the turnout system are solved for the vehicle-turnout rigid-flexible coupling dynamic model.

[0008] In combination with the first aspect, in one embodiment, the establishment of a flexible turnout model considering dynamic reorganization of the combined profile and nonlinear interaction between rail members specifically includes the following steps: Extract the full cross-section profile of the key section from the turnout design drawings and generate the surface domain by fitting; Conduct finite element analysis on the generated surface area and establish a finite element model of the rail beam; The nonlinear interaction between rail components in the finite element model of the rail beam established by force element simulation is used to obtain the flexible turnout model.

[0009] In combination with the first aspect, in one implementation, extracting the full cross-section profile of the key section from the turnout design drawing and fitting and generating the surface domain specifically includes the following steps: Extracting the profile of the key section rail within a preset distance range below the rail head from the turnout design drawing and performing discretization processing to obtain the discretized profile; Linear interpolation is performed between discrete points of the discretized profile to obtain the profile of each section of the turnout; The obtained cross-sectional profiles of the turnouts are arranged according to the corresponding mileage of the turnouts, and fitting and interpolation are performed along the longitudinal direction of the line to generate the surface area of ​​the combined profile.

[0010] In combination with the first aspect, in one implementation, performing finite element analysis on the generated surface area to establish a finite element model of the rail beam specifically includes the following steps: Import the generated surface area into the finite element software and cut the rail into multiple planes; The rails cut into multiple planes are divided into mapping grids and cross-sectional grids to obtain the cross-sectional grids of the straight point rail-wing rail beam model; Arrange the mileage of each cross-section grid of the straight point rail-wing rail beam model, generate a three-dimensional beam model, perform modal reduction and solve the three-dimensional beam model, and generate a solution result; Perform data processing on the solution results to form interactive files; Define and reference interactive file data, set the main node stiffness and damping of each rail member, and establish the finite element model of the rail beam.

[0011] In combination with the first aspect, in one embodiment, the nonlinear interaction between rail members in the finite element model of the rail beam established by force element simulation is used to obtain a flexible turnout model, which specifically includes the following steps: Assume that there is nonlinear transverse adhesion force at the rail unit node; If the two rails are close together at the unit node, there will be a lateral close contact force; If the two rails are not in contact at the unit node, the lateral contact force is 0; The force element is used to simulate the lateral adhesion force, and the nonlinear interaction relationship between rail members is characterized by calling the input function.

[0012] In combination with the first aspect, in one embodiment, the dynamic reorganization and updating of the rail profile and the dynamic solution of the vehicle-turnout rigid-flexible coupling dynamic model specifically include the following steps: The distribution of contact point pairs in the rigid-flexible coupling dynamic model of the vehicle-turnout is calculated by the trace method, the contact position of the wheel and the turnout at a node is solved, the magnitude of the wheel-rail force at the node is calculated, the wheel-rail force is applied to the flexible turnout, and the vibration and deformation of the next node are simulated by the modal analysis method; The position of the rail profile at the next node is updated according to the deformation of the rail, and the wheel-rail contact relationship at the next node is determined, and the solution is repeated in this way.

[0013] In combination with the first aspect, in one implementation, the establishment of a vehicle-turnout rigid-flexible coupling dynamics calculation system includes a rigid vehicle model, a flexible turnout model and a wheel-rail contact module, wherein the wheel-rail contact module is a SIMPACK-Rail_Wheel_Pairs module.

[0014] In a second aspect, the present application provides a combined profile dynamic reorganization and updating system for a turnout system, comprising: Flexible turnout model building module, used to build a flexible turnout model that takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; A dynamics calculation system establishment module is communicatively connected with the flexible turnout model establishment module and is used to establish a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model and a wheel-rail contact module; The updating and solving module establishes a module communication connection with the dynamic calculation system, and is used to couple the rigid vehicle model and the flexible turnout model through the wheel-rail contact module, establish a vehicle-turnout rigid-flexible coupling dynamic model, and dynamically reorganize and update the rail profile and solve the dynamics of the turnout system for the vehicle-turnout rigid-flexible coupling dynamic model.

[0015] In conjunction with the second aspect, in one implementation, the flexible turnout model building module includes: The surface region generating unit is used to extract the full cross-section profile of the key section from the turnout design drawings and generate the surface region by fitting; A deformation parameter setting unit is connected to the surface area generation unit in communication, and is used to perform finite element analysis on the generated surface area, set the stiffness and damping of the main nodes of each rail member, and establish a finite element model of the rail beam; The nonlinear action unit is connected to the deformation parameter setting unit for communicating with each other and is used to obtain a flexible turnout model by simulating the nonlinear interaction between rail components in the finite element model of the rail beam established by force element.

[0016] In a third aspect, the present application provides a computer-readable storage medium storing a program for dynamically reorganizing and updating the combined profile of a turnout system. When the program for dynamically reorganizing and updating the combined profile of a turnout system is executed by a processor, the steps of the method for dynamically reorganizing and updating the combined profile of a turnout system as described above are implemented.

[0017] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least: By establishing a relatively complete vehicle-turnout rigid-flexible coupling dynamic model, fully considering the differences in the stiffness of each rail component under the rail, and considering the actual service environment of the track structure, the dynamic reconstruction of the combined rail components is realized. This can not only study the transfer and distribution rules of the wheel load, but also reflect the influence of the dynamic reconstruction of the combined rail components on the vertical force of the wheel and rail. Compared with the existing research methods of the dynamics of the vehicle-turnout system, it has higher computational efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic diagram of a method flow chart of a method for dynamically reorganizing and updating a combined profile of a turnout system provided in an embodiment of the present application; Figure 2 A combined profile diagram of a point rail and a base rail provided in an embodiment of the present application; Figure 3 A combined profile diagram of the center rail and wing rail provided in an embodiment of the present application; Figure 4 A schematic diagram of a cross-section cutting rail provided in an embodiment of the present application; Figure 5 Grid diagrams of each section of the straight point rail-wing rail beam model provided in the embodiment of the present application; Figure 5 (a) is one of the rail cross-section grid diagrams provided in the embodiment of the present application; Figure 5 (b) is the second rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (c) is the third rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (d) is the fourth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (e) is the fifth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (f) is the sixth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (g) is the seventh rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (h) is the eighth rail cross-section grid diagram provided in the embodiment of the present application; Figure 6 A diagram of a straight point rail-wing rail beam model provided for an embodiment of the present application; Figure 7 A finite element model diagram of the remaining rails required for straight turnout provided in the embodiment of the present application; Figure 7 (a) is a straight basic rail beam diagram provided in an embodiment of the present application; Figure 7 (b) is a curved basic rail beam diagram provided in an embodiment of the present application; Figure 7 (c) is a diagram of a center rail beam provided in an embodiment of the present application; Figure 8 The fbi file generation flow chart provided in the embodiment of the present application; Fig. 9 The ftr file generation flow chart provided in the embodiment of the present application; Fig.10 A schematic diagram of adhesion force provided in an embodiment of the present application; Fig.11 The nonlinear input function image provided by the embodiment of the present application; Fig.12 A schematic diagram of the structure of a vehicle-turnout coupling system dynamics calculation system provided in an embodiment of the present application; Fig.13 A flow chart for establishing a vehicle-turnout coupling dynamics model provided in an embodiment of the present application; Fig.14 A flow chart of dynamic reorganization calculation of combined silhouettes provided in an embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0020] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0021] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0022] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0023] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0024] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0025] In a first aspect, the present application provides a method for dynamically reorganizing and updating the combined profile of a turnout system, comprising the following steps: Step S1: Establishing a flexible turnout model considering the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; Step S2: establishing a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model, and a wheel-rail contact module; Step S3: The rigid vehicle model and the flexible turnout model are coupled through the wheel-rail contact module to establish a vehicle-turnout rigid-flexible coupling dynamic model, and the rail profile is dynamically reorganized and updated and the turnout system dynamics are solved for the vehicle-turnout rigid-flexible coupling dynamic model.

[0026] Based on step S1, the flexible turnout model established takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between the rail components, fully considers the differences in the stiffness of each rail component under the rail, and is closer to the actual service environment of the track structure. Based on the establishment of the vehicle-turnout rigid-flexible coupling dynamic model part of step S2 and step S3, a relatively complete vehicle-turnout rigid-flexible coupling dynamic model is established. Based on the dynamic reorganization and update of the rail profile and the dynamic solution of the turnout system in step S3, the actual service environment of the track structure is considered, and the dynamic reconstruction of the combined rail components is realized. It can not only study the transfer and distribution rules of the wheel load, but also reflect the influence of the dynamic reconstruction of the combined rail components on the vertical force of the wheel and rail, which is helpful to improve the wheel-rail contact theory of high-speed turnouts and the dynamics theory of vehicle-track systems; compared with the existing turnout system dynamics research method, it has higher computational efficiency.

[0027] In one embodiment, step S1: establishing a flexible turnout model considering dynamic reorganization of combined profiles and nonlinear interaction between rail members, specifically includes the following steps: Step S11: extracting the full cross-section profile of the key section from the turnout design drawing, and fitting to generate the surface area; Step S12: performing finite element analysis on the generated surface area to establish a finite element model of the rail beam; Step S13: The nonlinear interaction between rail components in the rail beam finite element model established by force element simulation is used to obtain a flexible turnout model.

[0028] Based on step S11, step S12 and step S13, by establishing a finite element model of a rail beam and simulating the interaction between rail components, a flexible turnout model that considers the dynamic reorganization of the combined profile and the nonlinear interaction between rail components is established.

[0029] In one embodiment, step S11 specifically includes the following steps: Step S111: extracting the profile within a preset distance range below the head of the key section rail from the turnout design drawing, performing discretization processing, and obtaining the discretized profile; specifically, extracting the profile 30 mm below the head of the key section rail from the turnout design drawing, and performing discretization processing on it; Step S112: Linear interpolation is performed between the discrete points of the discretized profile to obtain the profiles of each section of the turnout; specifically, linear interpolation is performed between two adjacent discrete points of the key section profile through MATLAB to obtain the profiles of each section of the turnout every 0.2 m; Step S113: Arrange the obtained cross-sectional profiles of the turnouts according to the corresponding mileage of the turnouts, perform fitting and interpolation along the longitudinal direction of the line, and generate a surface area of ​​the combined profile; specifically, arrange the obtained profiles according to the corresponding mileage of the turnouts, perform fitting and interpolation along the longitudinal direction of the line through the Bézier curve, and obtain the combined profiles of the point rail and the base rail, the wing rail and the center rail as shown in Figure 2 , Figure 3 shown.

[0030] In one embodiment, step S12: performing finite element analysis on the generated surface area to establish a finite element model of the rail beam specifically includes the following steps: Step S121: Import the generated surface area into the finite element software, and cut the rail into multiple planes; specifically, extract the full section profile of the key section from the turnout design drawing, and after generating the surface area, export it in the iges file format, import the generated iges file into the command stream module of the finite element software, and move the working interface to cut the rail into 5 planes, including A1, A2, A3, A4, and A5. Figure 4 As shown; the finite element software command flow module is the ANSYS-Mechanical APDL Product Launcher module; wherein, in the turnout design drawing, the point rail is obtained by cutting a specific rail, and during the cutting process, several specific cross sections are selected as the control sections for cutting, and these control sections are the key sections of the point rail; Step S122: Divide the rail cut into multiple planes into mapping grids and cross-section grids to obtain the cross-section grids of the straight point rail-wing rail beam model; specifically, divide the mapping grids, merge the line segments in each plane, so that each plane is composed of 3 or 4 edges, and finally set the line segments to each edge. The cross-section grid is divided to obtain the sect file of the rail cross section. The cross-section grids of the straight point rail-wing rail beam model are as follows: Figure 5 As shown; wherein the straight point rail-wing rail beam model is obtained by modeling the point rail and wing rail in the actual structure of the turnout as a whole; Figure 5 Grid diagrams of each section of the straight point rail-wing rail beam model provided in the embodiment of the present application; Figure 5(a) is one of the rail cross-section grid diagrams provided in the embodiment of the present application; Figure 5 (b) is the second rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (c) is the third rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (d) is the fourth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (e) is the fifth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (f) is the sixth rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (g) is the seventh rail cross-section grid diagram provided in the embodiment of the present application; Figure 5 (h) is the eighth rail cross-section grid diagram provided in the embodiment of the present application; Step S123: arranging the mileage of each cross-section grid of the straight point rail-wing rail beam model, generating a three-dimensional beam model reflecting the variable cross-section characteristics of the turnout rail, performing modal reduction and solving on the three-dimensional beam model, and generating a solution result; specifically, the following steps are included: The rail section sect file is arranged according to the mileage, and the main nodes are set according to the sleeper points and the middle positions of the two sleepers in the turnout layout diagram. The centroid of the rail section is used as the unit node to connect them in sequence to generate a three-dimensional beam model that can reflect the variable section characteristics of the turnout rail. The Craigh-Bampton substructure analysis method is used to perform modal reduction and solve the three-dimensional beam model; After the solution is completed, the solution results including the cdb file of the turnout beam finite element model, the sub files of the stiffness matrix and mass matrix, and the tcms file of the recovery matrix will be generated in the working directory; Figure 6 The finite element model of the straight tongue rail-wing rail beam is presented. Figure 7 The finite element model diagram of the remaining rails required for straight turnout is shown; straight means that the vehicle goes straight without changing the direction of travel, and turnout refers to the shape and position of the vehicle passing through the turnout; Figure 7 (a) is a straight basic rail beam diagram provided in an embodiment of the present application; Figure 7 (b) is a curved basic rail beam diagram provided in an embodiment of the present application; Figure 7 (c) is a diagram of a center rail beam provided in an embodiment of the present application; Step S125: Process the solution results and generate an interactive file. Specifically, the solution results are processed through the multi-rigid body dynamics software interface to generate an interactive file. More specifically, the multi-rigid body dynamics software interface is the SIMPACK-FE_MBS module, and the generated interactive file is an fbi file. The file generation flow chart is as follows: Figure 8 As shown; Step S126: defining and referencing the interactive file data, setting the main node stiffness and damping of each rail member, generating an ftr file, and establishing a rail beam finite element model. Specifically, the defining and referencing the interactive file data, setting the main node stiffness and damping of each rail member, and generating an ftr file include the following steps: Use the keyword se to define the transformation vectors of the railway coordinate system relative to the finite element coordinate system in all directions; Use the keyword n ​​to define the name and position of the ftr node in the finite element model; the ftr node is the node name on the rail beam model in the SIMPACK-FlexTrack module; Keywords k0 and d0 are used to define the stiffness and damping of the main nodes of each rail member. Specifically, the stiffness and damping parameters of the main nodes of each rail member are shown in Table 1: Table 1 Turnout model parameters Use the keyword pe to define the beam model visualization element; Use node tolerance to define the tolerance between the ftr node and the nodes in the finite element model; Based on the above settings of the main node stiffness and damping of each rail, the ftr file generation process is as follows Fig. 9 shown.

[0031] In one embodiment, the step S13: using force element simulation to establish the nonlinear interaction between rail members in the finite element model of the rail beam to obtain a flexible turnout model specifically includes the following steps: Step S13A: A nonlinear lateral force is transmitted between the two rail heads in the area where the point rail and the base rail are in close contact. To simplify the calculation, it is assumed that there is a nonlinear lateral contact force at the rail unit node. Take the area where the base rail and the point rail are in close contact as an example: Since the main direction of the contact force is the y direction, only the nonlinear force in the y direction is considered, such as Fig.10 As shown; Step S13B: If the two rails are close to each other at the unit node, there is a lateral close contact force, which can be obtained by adding the coordination condition of equal lateral displacement of the two rails to the vibration differential equation group; Step S13C: If the two rails are not in contact with each other at the unit node, the contact force is 0; Step S13D: Use force element to simulate the close contact force, and use the input function to characterize the nonlinear interaction relationship between the rails. The nonlinear input function graph is as follows: Fig.11 As shown, d is the distance between the ftr nodes of the point rail and the base rail, the heart rail and the wing rail at the same sleeper; the force element is the spring-damper parallel cmp force element in SIMPACK 5; In one embodiment, if Fig.12 As shown, the step S2: establishing a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model and a wheel-rail contact module, each model and module is implemented as follows: The vehicle module processed by the software used in the rigid vehicle model is the SIMPACK-Body module in the multi-body dynamics software SIMPACK, and the vehicle model is the CRH380A vehicle model; wherein, each component of the vehicle model is simplified to a rigid body, and a rigid vehicle model is obtained, which mainly includes: 1 car body, 2 frames, 4 wheel sets and 8 axle boxes; wherein, the car body, bogie and wheel sets all have 6 degrees of freedom in 6 directions, while the axle box has only 1 degree of freedom in 1 direction, for a total of 50 degrees of freedom; wherein, the bogie and wheel sets are connected by a primary suspension, and the car body and bogie are connected by a secondary suspension; the vehicle model parameters are shown in Table 2: Table 2 Vehicle model parameters The turnout module is a SIMPACK-Rail module, and the turnout model is a certain turnout of China's high-speed railway.

[0032] The wheel-rail contact module is a SIMPACK-Rail_Wheel_Pairs module, in which the Hertz nonlinear theory is used to solve the wheel-rail normal force, and the FASTSIM algorithm is used to solve the wheel-rail tangential force.

[0033] In one embodiment, if Fig.13 As shown, in step S3, the vehicle module of the rigid vehicle model and the turnout module of the flexible turnout model are coupled by the wheel-rail contact module to establish a vehicle-turnout rigid-flexible coupling dynamic model.

[0034] In one embodiment, if Fig.14 As shown, in step S3, the vehicle-turnout rigid-flexible coupling dynamic model is dynamically reorganized and updated for rail profile and the vehicle-turnout system dynamics is solved, which specifically includes the following steps: By solving the contact relationship between the wheel and the rail, for example, by using the trace method to calculate the distribution of the contact point pair (a set of possible contact points on different rolling circles under a specific state, the specific state refers to the state of the wheel relative to the rail, and the contact point pair is the set of all the above contact points), the contact position of the wheel at a node with the turnout is solved, the magnitude of the wheel-rail force at the node of the rail is calculated, the wheel-rail force is applied to the flexible turnout, and the modal analysis method is used to simulate the vibration and deformation of the next node; the position of the rail profile at the next node is updated according to the deformation of the rail, and the wheel-rail contact relationship at the next node is determined, and the solution is performed in a cycle; specifically, in the calculation process, the distribution of the contact point pair is mainly calculated by the trace method, the contact position of the wheel at the ith ftr node with the turnout is solved, and according to the Hertz nonlinear elastic contact The magnitude of the wheel-rail force at the i-th ftr node of the rail is theoretically calculated, and then the wheel-rail force is applied to the flexible turnout, and the vibration and deformation of the i+1-th ftr node are simulated by the modal analysis method; specifically, the position of the rail profile at the i+1-th ftr node is updated according to the deformation of the rail, and the wheel-rail contact relationship at the i+1-th ftr node is determined, and the solution is performed cyclically; in this step, the displacement of the i+1-th node is solved by calculating the wheel-rail contact relationship and wheel-rail force at the i-th node, and the rail profile is updated based on the generated displacement, and the wheel-rail contact relationship and wheel-rail force at the i+1-th point are calculated, which is called a cycle; in this step, the modal analysis method is to apply the wheel-rail force to the main node of the rail beam model, and calculate the deformation caused by the wheel-rail force on the rail beam model by extracting the modal characteristics of the rail flexible body; in this step, " According to the generated displacement, the rail profile is updated. Specifically, the displacement of the i+1th node of the rail beam model is collaboratively designed to the rail profile at the position of the i+1th node.

[0035] Based on step S3, the rail profile is dynamically reorganized and updated and the vehicle-turnout system dynamics are solved for the vehicle-turnout rigid-flexible coupling dynamic model. By calculating the displacement caused by the vibration of the rail beam, the dynamic reconstruction of the combined rail is realized. This can not only study the transfer and distribution rules of the wheel load, but also reflect the influence of the dynamic reconstruction of the combined rail on the wheel-rail vertical force.

[0036] In a second aspect, the present application provides a combined profile dynamic reorganization and updating system for a turnout system, comprising: Flexible turnout model building module, used to build a flexible turnout model that takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; A dynamics calculation system establishment module is communicatively connected with the flexible turnout model establishment module and is used to establish a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model and a wheel-rail contact module; The updating and solving module establishes a module communication connection with the dynamic calculation system, and is used to couple the rigid vehicle model and the flexible turnout model through the wheel-rail contact module, establish a vehicle-turnout rigid-flexible coupling dynamic model, and dynamically reorganize and update the rail profile and solve the dynamics of the turnout system for the vehicle-turnout rigid-flexible coupling dynamic model.

[0037] In one embodiment, the flexible turnout model building module includes: The surface region generating unit is used to extract the full cross-section profile of the key section from the turnout design drawings and generate the surface region by fitting; A deformation parameter setting unit is connected to the surface area generation unit in communication, and is used to perform finite element analysis on the generated surface area, set the stiffness and damping of the main nodes of each rail member, and establish a finite element model of the rail beam; The nonlinear action unit is connected to the deformation parameter setting unit for communicating with each other and is used to obtain a flexible turnout model by simulating the nonlinear interaction between rail components in the finite element model of the rail beam established by force element.

[0038] Among them, the functional implementation of each module in the above-mentioned vehicle switch system combined profile dynamic reorganization and updating system corresponds to the steps in the above-mentioned vehicle switch system combined profile dynamic reorganization and updating method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0039] On the third aspect, an embodiment of the present application provides a device for dynamically reorganizing and updating the combined profile of a turnout system. The device for dynamically reorganizing and updating the combined profile of a turnout system can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0040] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the vehicle switch system combined profile dynamic reorganization and update device, and the interface used to realize the interconnection of the vehicle switch system combined profile dynamic reorganization and update device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0041] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0042] The processor may be a general-purpose processor, which may call the dynamic reorganization and update program of the combined profile of the turnout system stored in the memory, and execute the dynamic reorganization and update method of the combined profile of the turnout system provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the dynamic reorganization and update program of the combined profile of the turnout system is called may refer to the various embodiments of the dynamic reorganization and update method of the combined profile of the turnout system of the present application, which will not be repeated here.

[0043] The embodiment of the present application provides a device for dynamically reorganizing and updating the combined profile of a turnout system. The device for dynamically reorganizing and updating the combined profile of a turnout system may be an industrial control computer (IPC), a programmable controller (PLC), or other device with data processing capabilities.

[0044] The communication interface includes input / output (I / O) interface, analog interface and logic interface, etc., which are used to realize the interconnection of devices inside the vehicle switch system combined profile dynamic reorganization and update device, and the interface used to realize the interconnection of the vehicle switch system combined profile dynamic reorganization and update device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an RS485 interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0045] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0046] The processor may be a general-purpose processor, which may call the dynamic reorganization and update program of the combined profile of the turnout system stored in the memory, and execute the dynamic reorganization and update method of the combined profile of the turnout system provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the dynamic reorganization and update program of the combined profile of the turnout system is called may refer to the various embodiments of the dynamic reorganization and update method of the combined profile of the turnout system of the present application, which will not be repeated here.

[0047] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0048] The readable storage medium of the present application stores a program for dynamically reorganizing and updating the combined profile of a turnout system, wherein when the program for dynamically reorganizing and updating the combined profile of a turnout system is executed by a processor, the steps of the method for dynamically reorganizing and updating the combined profile of a turnout system as described above are implemented.

[0049] Among them, the method implemented when the dynamic reorganization and updating program of the combined profile of the turnout system is executed can refer to the various embodiments of the dynamic reorganization and updating method of the combined profile of the turnout system of the present application, and will not be repeated here.

[0050] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0051] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0052] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for dynamically reorganizing and updating the combined profile of a turnout system. It is characterized in that The following steps are involved: Establish a flexible turnout model that takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; Establish a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model, and a wheel-rail contact module; The rigid vehicle model and the flexible turnout model are coupled by the wheel-rail contact module to establish a vehicle-turnout rigid-flexible coupling dynamic model. The rail profile is dynamically reorganized and updated and the dynamics of the turnout system are solved for the vehicle-turnout rigid-flexible coupling dynamic model.

2. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 1, It is characterized in that The establishment of a flexible turnout model considering the dynamic reorganization of the combined profile and the nonlinear interaction between rail members specifically includes the following steps: Extract the full cross-section profile of the key section from the turnout design drawings and generate the surface domain by fitting; Conduct finite element analysis on the generated surface area and establish a finite element model of the rail beam; The nonlinear interaction between rail components in the finite element model of the rail beam established by force element simulation is used to obtain the flexible turnout model.

3. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 2, It is characterized in that The method of extracting the full cross-section profile of the key section from the turnout design drawing and fitting the generated surface area specifically includes the following steps: Extracting the profile of the key section rail within a preset distance range below the rail head from the turnout design drawing, and performing discretization processing to obtain the discretized profile; Linear interpolation is performed between discrete points of the discretized profile to obtain the profile of each section of the turnout; The obtained cross-sectional profiles of the turnouts are arranged according to the corresponding mileage of the turnouts, and fitting and interpolation are performed along the longitudinal direction of the line to generate the surface area of ​​the combined profile.

4. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 2, It is characterized in that The finite element analysis of the generated surface area is performed to establish a finite element model of the rail beam, which specifically includes the following steps: Import the generated surface area into the finite element software and cut the rail into multiple planes; The rails cut into multiple planes are divided into mapping grids and cross-sectional grids to obtain the cross-sectional grids of the straight point rail-wing rail beam model; Arrange the mileage of each cross-section grid of the straight point rail-wing rail beam model, generate a three-dimensional beam model, perform modal reduction and solve the three-dimensional beam model, and generate a solution result; Perform data processing on the solution results to form interactive files; Define and reference interactive file data, set the main node stiffness and damping of each rail member, and establish the finite element model of the rail beam.

5. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 2, It is characterized in that The nonlinear interaction between rail components in the finite element model of the rail beam established by force element simulation is used to obtain a flexible turnout model, which specifically includes the following steps: Assume that there is nonlinear transverse adhesion force at the rail unit node; If the two rails are close together at the unit node, there will be a lateral close contact force; If the two rails are not in contact at the unit node, the lateral contact force is 0; The force element is used to simulate the lateral adhesion force, and the nonlinear interaction relationship between rail members is characterized by calling the input function.

6. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 2, It is characterized in that The dynamic reorganization and updating of the rail profile and the dynamic solution of the vehicle-turnout system for the vehicle-turnout rigid-flexible coupling dynamic model specifically include the following steps: The distribution of contact point pairs in the rigid-flexible coupling dynamic model of the vehicle-turnout is calculated by the trace method, the contact position of the wheel and the turnout at a node is solved, the magnitude of the wheel-rail force at the node is calculated, the wheel-rail force is applied to the flexible turnout, and the vibration and deformation of the next node are simulated by the modal analysis method; The position of the rail profile at the next node is updated according to the deformation of the rail, and the wheel-rail contact relationship at the next node is determined, and the solution is repeated in this way.

7. The method for dynamically reorganizing and updating the combined profile of a turnout system according to claim 2, It is characterized in that The vehicle-turnout rigid-flexible coupling dynamics calculation system is established, including a rigid vehicle model, a flexible turnout model and a wheel-rail contact module, wherein the wheel-rail contact module is a SIMPACK-Rail_Wheel_Pairs module.

8. A dynamic reorganization and updating system for the combined profile of a turnout system. It is characterized in that include: Flexible turnout model building module, used to build a flexible turnout model that takes into account the dynamic reorganization of the combined profile and the nonlinear interaction between rail components; A dynamics calculation system establishment module is communicatively connected with the flexible turnout model establishment module and is used to establish a vehicle-turnout rigid-flexible coupling dynamics calculation system, including a rigid vehicle model, a flexible turnout model and a wheel-rail contact module; The updating and solving module establishes a module communication connection with the dynamic calculation system, and is used to couple the rigid vehicle model and the flexible turnout model through the wheel-rail contact module, establish a vehicle-turnout rigid-flexible coupling dynamic model, and dynamically reorganize and update the rail profile and solve the dynamics of the turnout system for the vehicle-turnout rigid-flexible coupling dynamic model.

9. The combined profile dynamic reorganization and updating system of the turnout system according to claim 8, It is characterized in that The flexible turnout model building module includes: The surface region generating unit is used to extract the full cross-section profile of the key section from the turnout design drawings and generate the surface region by fitting; A deformation parameter setting unit is connected to the surface area generation unit in communication, and is used to perform finite element analysis on the generated surface area, set the stiffness and damping of the main nodes of each rail member, and establish a finite element model of the rail beam; The nonlinear action unit is connected to the deformation parameter setting unit for communicating with each other and is used to obtain a flexible turnout model by simulating the nonlinear interaction between rail components in the finite element model of the rail beam established by force element.

10. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores a program for dynamically reorganizing and updating the combined profile of a turnout system. When the program for dynamically reorganizing and updating the combined profile of a turnout system is executed by a processor, the steps of the method for dynamically reorganizing and updating the combined profile of a turnout system as claimed in any one of claims 1 to 7 are implemented.

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