High-speed rail roadbed filling-service whole process dynamics construction control method and application thereof

Abstract

The construction quality control method for the high-speed railway roadbed structure is provided based on the dynamic performance of the whole filling-service process of the railway roadbed, key parameters are designed in the service process, a dynamic equation of the whole filling-service process of the railway roadbed is established, and a dynamic simulation model of the whole filling-service process is constructed; power response signals of the filling-service layered structure railway subgrade, the vibratory roller and the vehicle body are obtained, the incidence relation between the compaction quality continuous detection index CEV and the driving comfort degree is clarified, and then the purpose of high-speed rail subgrade construction control based on the power performance is achieved.

Description

Technical Field

[0001] The invention belongs to the technical field of continuous compaction of high-speed railway roadbed and discloses a high-speed railway roadbed structure construction quality control method based on dynamic performance of the entire process of filling-service and its application. Background Art

[0002] The high-speed railway subgrade structure is an important foundation for the safe and smooth operation of high-speed trains. High-quality control of the subgrade structure performance is the fundamental guarantee for its long-term durable service. The high-speed railway subgrade structure is subjected to cyclic dynamic loads during both its formation and service process. The dynamic effect runs through the entire life cycle of the high-speed railway subgrade structure. In-depth research on the dynamic performance of the subgrade structure has become the basis for ensuring the quality of subgrade construction and service performance. At present, theoretical research on the dynamic performance of high-speed railway subgrade structure systems still needs to be deepened: the mutual transmission and mapping relationship between key control parameters and indicators of high-speed railway subgrade structure dynamic performance-assessment and verification technology-filling construction control technology is not clear, and there is a lack of in-depth research on the physical mechanism of the process from subgrade structure filling and forming to long-term service. Summary of the invention

[0003] In order to solve the defects existing in the prior art, the present invention discloses a high-speed railway subgrade filling-service whole process dynamic construction control method, and its technical scheme is as follows:

[0004] The dynamic construction control method for the whole process of high-speed railway subgrade filling and service is characterized by:

[0005] Step 1: During the railway roadbed filling construction process and the railway roadbed service process, the stress analysis of the roadbed structure under the action of vibration rolling load and train load is carried out;

[0006] Step 2: Based on the vibration roller-filler coupling dynamics simulation model and the vehicle-track-filler dynamics coupling dynamics simulation model, construct the vibration roller-filler coupling dynamics equation and the vehicle-track-filler dynamics coupling dynamics equation;

[0007] Step 3: numerical calculation and analytical solution methods are used to solve the above dynamic coupling dynamic equations to obtain the train body acceleration time history curve during the roadbed service period and the vibration wheel acceleration time history curve during the roadbed filling period under the railway roadbed design parameter conditions;

[0008] Step 4: Based on the acceleration time history curve of the train body during the roadbed service period, calculate the driving comfort under different speed conditions; based on the acceleration time history curve of the vibrating wheel during the roadbed filling period, calculate the compaction quality continuous detection index CEV;

[0009] Step 5: Construct the correlation between the compaction quality continuous detection index CEV and driving comfort under different speed conditions under the same roadbed structure physical and mechanical parameters, and form a database of compaction quality continuous detection index CEV-driving comfort;

[0010] Step 6: According to the driving speed, roadbed structure construction parameters and driving comfort requirements, the railway roadbed construction quality control during the vibration rolling process during the construction period is controlled based on the compaction quality continuous detection index.

[0011] The present invention also discloses a non-volatile storage medium, characterized in that the non-volatile storage medium includes a stored program, wherein when the program is running, the device where the non-volatile storage medium is located is controlled to execute the above method.

[0012] The present invention also discloses an electronic device, characterized in that it comprises a processor and a memory; the memory stores computer-readable instructions, and the processor is used to execute the computer-readable instructions, wherein the computer-readable instructions execute the above method when they are executed.

[0013] Beneficial Effects

[0014] (1) The present invention establishes a theoretical dynamic equation for the railway roadbed during the filling period and the service period, constructs a dynamic model for the entire filling-service process, and directly connects the entire filling-service process through a dynamic method;

[0015] (2) The present invention constructs a correlation between railway roadbed construction quality control indicators and driving comfort based on the dynamic performance of roadbed filling-service;

[0016] (3) The present invention is a method for controlling the quality of railway roadbed construction during the vibration rolling process during the construction period based on the driving speed, roadbed structure construction parameters and driving comfort requirements and based on the continuous detection index of compaction quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the vibration roller-filler coupling dynamics simulation model;

[0018] Figure 2 It is a schematic diagram of the vehicle-track-filler dynamics coupling dynamics simulation model;

[0019] Figure 3 It is the time history curve of the vibration wheel acceleration during the roadbed filling period;

[0020] Figure 4 It is the time history curve of train body acceleration during the service period of the roadbed;

[0021] Figure 5 This is the force analysis diagram of the rolling process during the filling period;

[0022] Figure 6 This is the force analysis diagram of the train load process during service;

[0023] Figure 7 The figure is a flow chart of the method of the present invention. DETAILED DESCRIPTION

[0024] The purpose of the present invention is to establish a dynamic equation for the entire process of railway subgrade filling and service by designing key parameters during the service process, to construct a dynamic simulation model for the entire process of filling and service, to obtain dynamic response signals of the railway subgrade, vibratory roller and vehicle body during the filling and service layered structure, to clarify the correlation between the continuous detection index CEV of compaction quality and driving comfort, and then to propose a railway subgrade structure construction control method based on dynamic characteristics.

[0025] The above-mentioned object of the present invention is achieved through the following technical solutions.

[0026] The present invention provides a high-speed railway subgrade structure construction quality control method based on the dynamic performance of the entire filling-service process, which comprises the following steps:

[0027] Step 1: During the railway roadbed filling construction process and the railway roadbed service process, the stress analysis of the roadbed structure under the action of vibration rolling load and train load is carried out;

[0028] During the vibration rolling process in the construction and filling period, the vibratory roller-filler coupled vibration system is subject to the gravity of the upper frame, the deadweight of the vibrating wheel, the reaction force of the roadbed filler on the vibrating wheel, and the force of the eccentric block's rotation; during the train load process in the roadbed service period, the vehicle-track-filler dynamic coupling dynamic system is subject to the gravity of the vehicle body, the gravity of the bogie, the gravity of the wheelset, the gravity of the track, the gravity of the track plate, and the force of wheel-rail unevenness.

[0029] For specific force analysis, please refer to the attached Figure 5-6As shown in the figure, the dynamic roller-filler coupling vibration system is simplified to consist of three parts: the upper frame, the vibrating wheel and the roadbed surface. The external forces on the whole system include the gravity of the upper frame, the gravity of the vibrating wheel, the reaction force of the roadbed and the exciting force obtained by the rotation of the eccentric block. The gravity of the upper frame and the gravity of the vibrating wheel are obtained by multiplying the mass of the upper frame, the mass of the vibrating wheel and the acceleration of gravity. The exciting force of the eccentric block rotation is simulated by a sine curve. During the train load process of the roadbed service period, the vehicle-track-filler dynamic coupling dynamic system is simplified to consist of the car body, bogie, wheel, track plate, base plate and roadbed. The external forces on the whole system include the exciting force obtained by the gravity of the car body, bogie, wheel, track plate and base plate from the uneven track. The gravity of the car body, bogie, wheel, track plate and base plate is obtained by multiplying the mass of the car body, bogie, wheel, track plate and base plate from the acceleration of gravity. The exciting force of the track unevenness is simulated by a sine curve.

[0030] Step 2: Based on the vibration roller-filler coupling dynamics simulation model and the vehicle-track-filler dynamics coupling dynamics simulation model, construct the vibration roller-filler coupling dynamics equation and the vehicle-track-filler dynamics coupling dynamics equation;

[0031] 1) The dynamic equation of the "vibratory roller-filler" coupled vibration system is:

[0032] Assuming that the springs are in a free state as the zero point, the dynamic equation of the vibratory roller-soil system is:

[0033]

[0034] The compaction force propagates downward along the stress diffusion angle, and the total compaction force on each layer of filler is equal, that is:

[0035]

[0036] Each layer of filler is simplified as a spring-damping system. As the force-bearing area of ​​each layer of filler increases with depth, the stiffness and damping coefficient of each layer also change. Assuming that the roadbed filler is a uniform isotropic material, the stiffness and damping coefficient are proportional to the force-bearing area. The relationship between the stiffness and damping coefficient of each layer of filler and the stiffness and damping coefficient of the first layer of filler is:

[0037]

[0038] Where: m f ——Mass of upper frame of vibratory roller, kg; m d ——Mass of vibration wheel, kg; k f ——Stiffness coefficient of shock-absorbing pad, N / m; c f ——damping coefficient of shock-absorbing pad, N·s / m; λf ——deformation of the shock-absorbing pad, m; ——Deformation speed of the shock-absorbing pad, m; λ e1 ——elastic deformation of the first layer of filler, m; ——Elastic deformation speed of the first layer of filler, m / s; x f ——upper frame displacement, m; ——Upper frame acceleration, m / s 2 ;x d ——Vibration wheel displacement, m; ——Vibration wheel acceleration, m / s 2 ; g——acceleration due to gravity, 9.8m / s 2 ; F 0 ——vibration wheel exciting force, N; ω——vibration wheel vibration frequency, Hz; t——time, s; k ei ——Elastic stiffness of the i-th layer of filler, N / m; c ei ——Elastic damping coefficient of the i-th layer of filler, N·s / m; c pi ——Plastic damping coefficient of the i-th layer of filler, N·s / m; λ soil-i ——Total deformation of the i-th layer of filler, m; λ soil-ie ——Elastic deformation of the i-th layer of filler, m; λ soil-ip ——Elastic deformation of the i-th layer of filler, m; F s ——machine-soil coupling force, N; i——number of filling layers, pieces; h——thickness of filling layer, m; d i ——vibration width of the i-th layer of filler, m; θ——filler stress diffusion angle.

[0039] Table 3-3 Parameters of dynamic coupling model of vibratory roller-filler coupling during roadbed filling period

[0040]

[0041] 2) The dynamic equation of the “vehicle-track-filler dynamics” coupled dynamic system is:

[0042] Taking the free state of each spring as the zero point, the dynamic equation of the "vehicle-track-roadbed" system is:

[0043]

[0044] Each layer of filler is simplified as a spring-damping system. As the force-bearing area of ​​each layer of filler increases with the depth, the stiffness and damping coefficient of each layer also change. Assuming that the roadbed filler is a uniform isotropic material, the stiffness and damping coefficient are proportional to the force-bearing area. The relationship between the stiffness and damping coefficient of each layer of filler and the stiffness and damping coefficient of the first layer of filler is:

[0045]

[0046] Where: m c ——vehicle mass, kg; m z ——Bogie mass, kg; m l ——wheel set mass, kg; m g ——rail mass, kg; m d ——Mass of supporting structure, kg; k e ——primary suspension stiffness coefficient, N / m; c e ——Primary suspension damping coefficient, N·s / m; k z ——Secondary suspension stiffness coefficient, N / m; c z ——Secondary suspension damping coefficient, N·s / m; k g ——Rail pad stiffness, N / m; c g ——Elastic damping coefficient of packing, N·s / m; c e ——Elastic damping coefficient of packing, N·s / m; c p ——Plastic damping coefficient of packing, N·s / m; F(t)——Wheel-rail force, N; c ei ——Elastic damping coefficient of the i-th layer of filler, N·s / m; c pi ——Plastic damping coefficient of the i-th layer of filler, N·s / m; x c ——vehicle displacement, m; x z ——Bogie displacement, m; x l ——wheelset displacement, m; x d ——displacement of supporting structure, m; ——Vehicle acceleration, m / s 2 ; ——Bogie acceleration, m / s 2 ; ——Wheelset acceleration, m / s 2 ; ——Support structure acceleration, m / s 2 ; 1 ——deformation of the primary suspension, m; λ 2 ——deformation of the secondary suspension, m; λ 3 ——deformation of the pad, m; ——deformation speed of the primary suspension, m / s; ——deformation of secondary suspension, m / s; ——Deformation speed of the pad, m / s; λ soil-i ——Total deformation of the i-th layer of filler, m; λ soil-ie ——Elastic deformation of the i-th layer of filler, m; λ soil-ip——Elastic deformation of the i-th layer of filler, m; g——Gravity acceleration, 9.8m / s 2 ;k ei ——Elastic stiffness of the i-th layer of filler, N / m; c ei ——Elastic damping coefficient of the i-th layer of filler, N·s / m; c pi ——Plastic damping coefficient of the i-th layer of filler, N·s / m; λ soil-i ——Total deformation of the i-th layer of filler, m; λ soil-ie ——Elastic deformation of the i-th layer of filler, m; λ soil-ip ——Elastic deformation of the i-th layer of filler, m; F s ——wheel-rail coupling force, N; i——number of packing layers, pieces; h——thickness of packing layer, m; d i ——vibration width of the i-th layer of filler, m; θ——stress diffusion angle of the filler, degrees.

[0047] An exciting force function is used to simulate the train load, which includes static load and dynamic load formed by superposition of a series of sine functions; exciting forces corresponding to high, medium and low frequencies are set to reflect unevenness, additional dynamic load and rail surface corrugation effects to simulate the interaction force between wheels and rails, that is, the train load; its expression is:

[0048] F(t)=P 0 +P 1 sinω 1 t+P 2 sinω 2 t+P 3 sinω 3 t

[0049] P 0 is the static load of the wheel; P 1 , P 2 , P 3 They correspond to the vibration load of a typical value in the control conditions Ⅰ, Ⅱ and Ⅲ in Table 1 respectively;

[0050] Let the unsprung mass of the train be M 0 , then the corresponding vibration load amplitude is:

[0051] P i =M 0 a i ω i 2

[0052] Among them, a i Corresponding to a typical sagittal height in the three cases of Ⅰ, Ⅱ and Ⅲ in Table 1; ω i is the circular frequency at the wavelength of the unsmooth vibration under the conditions of Ⅰ, Ⅱ and Ⅲ corresponding to the vehicle speed;

[0053] The calculation formula of circular frequency is:

[0054]

[0055] Where, v is the running speed of the train; L i is the typical wavelength corresponding to the three cases of Ⅰ, Ⅱ and Ⅲ;

[0056]

[0057]

[0058] According to the axle weight required by my country's high-speed railways, which is generally 17 tons, the single-side wheel weight P is taken as 0 =85kN; the unsprung mass is taken as M 0 =750kg=750N·s 2 / m. The typical vibration wavelength and corresponding sag of high-speed railway are selected to simulate the track irregularity;

[0059] Unsmooth track

[0060]

[0061]

[0062] Table 2.2 Model parameter setting values

[0063]

[0064] The vibration compaction load, train load design parameters and filler physical and mechanical parameters are determined by the "Railway Roadbed Design Code", construction machinery parameters during the filling period, and train driving parameters during the service period.

[0065] Roadbed filling parameters:

[0066] Table 6.5.2 Compaction standards for the surface filler of the subgrade

[0067]

[0068] Note: The values ​​in brackets are the strength values ​​required for chemically improved soil in extremely cold regions considering freeze-thaw cycles.

[0069] Table 6.5.3 Compacting standards for base bed bottom filler

[0070]

[0071] Note: The values ​​in brackets are the strength values ​​required for chemically improved soil in extremely cold regions considering freeze-thaw cycles.

[0073] Construction machinery parameters:

[0074] Technical parameters of road roller

[0075]

[0076] Body parameters:

[0077]

[0078] Step 3: Use numerical calculation software such as MATLAB / SIMULINK and ABQUS or analytical solution method of Mathematics software to solve the above dynamic coupling dynamic equations, and obtain the acceleration time history curve of the train body during the service period of the roadbed and the acceleration time history curve of the vibrating wheel during the roadbed filling period under the conditions of railway roadbed design parameters, see Figure 3-4 shown. Figure 3 The horizontal axis is the time unit in s, and the vertical axis is the vibration wheel acceleration amplitude unit in g. Figure 4 The horizontal axis is time in seconds, and the vertical axis is train acceleration amplitude in g.

[0079] Step 4: Based on the acceleration time history curve of the train body during the roadbed service period, calculate the driving comfort under different speed conditions; based on the acceleration time history curve of the vibrating wheel during the roadbed filling period, calculate the compaction quality continuous detection index CEV;

[0080] (1) Based on the acceleration time history curve of the train body during the service period of the roadbed, the driving comfort under different speed conditions is calculated. The calculation process is as follows: the passenger car comfort is evaluated in accordance with GB 5599-85 "Railway Vehicle Dynamics Performance Evaluation and Test Identification Specifications", and the stability index of vibration comfort is evaluated according to the Sperling formula, and the calculation formula is:

[0081]

[0082] Where, A is the vehicle body vibration acceleration (g);

[0083] f——vibration frequency (Hz);

[0084] F(f)——Frequency correction coefficient, see Table 1 for specific coefficients.

[0085] Table 1 Frequency correction coefficient

[0086]

[0087] The stability level determined according to the stability index W is shown in Table 2. The same evaluation criteria are used for lateral and vertical stability.

[0088] Table 2 Stability level

[0089] Stability level assessment Stability index Level 1 excellent ＜2.5 Level 2 good 2.5～2.75 Level 3 qualified 2.75～3.0

[0090] (2) Based on the acceleration time history curve of the vibrating wheel during the roadbed filling period, the continuous detection index CEV of compaction quality is calculated. The calculation process is as follows:

[0091] 1) Perform EMD (empirical mode decomposition) on the acceleration time history curve of the vibration wheel during the filling period to obtain multiple IMFs (intrinsic mode functions):

[0092]

[0093] Where f(t) 1 / L is the time history curve of vibration wheel acceleration during filling period, IMF i (t) are K intrinsic mode functions. K (t) is the remainder after subtracting the IMF from the signal.

[0094] 2) Define the Hilbert transformation of the acceleration time history curve of the vibrating wheel during the filling period as the time-frequency-energy spectrum H[f(t) 1 / L ]

[0095]

[0096] Where t is time, unit is s.

[0097] 3) The integral formula for time integration of the time-frequency-energy curve is:

[0098]

[0099] Where H(ω,t) is the Hilbert spectrum function; e(ω,t) is the Hilbert marginal spectrum function, and W is the frequency;

[0100] 4) Integrating the marginal spectrum calculated in step 3) above can obtain the continuous detection index of compaction quality CEV:

[0101]

[0102]

[0103]

[0104] Step 5: Construct a corresponding relationship table between the compaction quality continuous detection index CEV and driving comfort under different speed conditions under the same roadbed structure physical and mechanical parameters, and form a database of compaction quality continuous detection index CEV-driving comfort;

[0105]

[0106]

[0107] Step 6: According to the driving speed, roadbed structure construction parameters and driving comfort requirements, the railway roadbed construction quality control during the vibration rolling process during the construction period is controlled based on the compaction quality continuous detection index.

[0108] If the design speed is 400km / h, according to the "Railway Roadbed Design Code", when the design modulus of the subgrade and the subgrade bottom layer are 60Mpa and 50Mpa, the driving comfort during the service period is at a qualified level and meets the driving comfort requirements. At this time, the CEV control thresholds during the roadbed filling period are 80 and 60 respectively.

[0109] Based on the dynamic performance of the entire process of railway roadbed filling and service, the present invention proposes a high-speed railway roadbed structure construction quality control method, directly constructs the relationship between the compaction quality continuous detection index CEV and driving comfort, and then clarifies the continuous detection threshold of compaction quality during roadbed construction by designing key parameters during the roadbed service process, thereby achieving the purpose of high-speed railway roadbed construction control based on dynamic performance.

[0110] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions only describe the principles of the present invention. The present invention may be subject to various changes and improvements without departing from the spirit and scope of the present invention. These changes and improvements fall within the scope of the present invention. The scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. A dynamic construction control method for the entire process of high-speed railway subgrade filling and service, which is characterized by: Step 1: During the railway roadbed filling construction process and the railway roadbed service process, the stress analysis of the roadbed structure under the action of vibration rolling load and train load is carried out; Step 2: Based on the vibration roller-filler coupling dynamics simulation model and the vehicle-track-filler dynamics coupling dynamics simulation model, construct the vibration roller-filler coupling dynamics equation and the vehicle-track-filler dynamics coupling dynamics equation; Step 3: numerical calculation and analytical solution methods are used to solve the above dynamic coupling dynamic equations to obtain the train body acceleration time history curve during the roadbed service period and the vibration wheel acceleration time history curve during the roadbed filling period under the railway roadbed design parameter conditions; Step 4: Based on the acceleration time history curve of the train body during the roadbed service period, calculate the driving comfort under different speed conditions; based on the acceleration time history curve of the vibrating wheel during the roadbed filling period, calculate the compaction quality continuous detection index CEV; Step 5: Construct the correlation between the compaction quality continuous detection index CEV and driving comfort under different speed conditions under the same roadbed structure physical and mechanical parameters, and form a database of compaction quality continuous detection index CEV-driving comfort; Step 6: According to the driving speed, roadbed structure construction parameters and driving comfort requirements, the railway roadbed construction quality control during the vibration rolling process during the construction period is controlled based on the compaction quality continuous detection index.

2. The method according to claim 1, characterized in that: The step 1 includes the following contents: during the vibration rolling process in the construction filling period, the vibration roller-filler coupled vibration system is subject to the gravity of the upper frame, the deadweight of the vibration wheel, the reaction force of the roadbed filler on the vibration wheel, and the force of the eccentric block rotation; during the train load process in the roadbed service period, the vehicle-track-filler dynamic coupling dynamic system is subject to the gravity of the vehicle body, the gravity of the bogie, the gravity of the wheelset, the gravity of the track, the gravity of the track plate, and the force of wheel-rail unevenness.

3. The method according to claim 1, characterized in that: The step 2 further includes the following contents: The vibration roller-filler coupling dynamic equation is: The compaction force propagates downward along the stress diffusion angle, and the total compaction force on each layer of filler is equal, that is: Each layer of filler is simplified as a spring-damping system. As the force-bearing area of ​​each layer of filler increases with the depth, the stiffness and damping coefficient of each layer also change. Assuming that the roadbed filler is a uniform isotropic material, the stiffness and damping coefficient are proportional to the force-bearing area. The relationship between the stiffness and damping coefficient of each layer of filler and the stiffness and damping coefficient of the first layer of filler is: Where: m f ——Mass of upper frame of vibratory roller, kg; m d ——Mass of vibration wheel, kg; k f ——Stiffness coefficient of shock-absorbing pad, N / m; c f ——damping coefficient of shock-absorbing pad, N·s / m; c e ——Elastic damping coefficient of packing, N·s / m; c p ——Plastic damping coefficient of packing, N·s / m; c ei ——Elastic damping coefficient of the i-th layer of filler, N·s / m; c pi ——Plastic damping coefficient of the i-th layer of filler, N·s / m; x f ——Upper frame displacement, m; x d ——displacement of vibration wheel, m; λ1——deformation of shock-absorbing pad, m; λ soil-i ——Total deformation of the i-th layer of filler, m; λ soil-ie ——Elastic deformation of the i-th layer of filler, m; λ soil-ip ——Elastic deformation of the i-th layer of filler, m; F s ——machine-soil coupling force, N; The vehicle-track-filler dynamics coupling dynamic equation is: Each layer of filler is simplified as a spring-damping system. As the force-bearing area of ​​each layer of filler increases with the depth, the stiffness and damping coefficient of each layer also change. Assuming that the roadbed filler is a uniform isotropic material, the stiffness and damping coefficient are proportional to the force-bearing area. The relationship between the stiffness and damping coefficient of each layer of filler and the stiffness and damping coefficient of the first layer of filler is: Where: m c ——Vehicle mass, kg; m z ——Bogie mass, kg; m l ——wheel set mass, kg; m g ——rail mass, kg; m d ——Mass of supporting structure, kg; k e ——primary suspension stiffness coefficient, N / m; c e ——Primary suspension damping coefficient, N·s / m; k z ——Secondary suspension stiffness coefficient, N / m; c z ——Secondary suspension damping coefficient, N·s / m; k g ——Rail pad stiffness, N / m; c g ——Elastic damping coefficient of packing, N·s / m; c e ——Elastic damping coefficient of packing, N·s / m; c p ——Plastic damping coefficient of packing, N·s / m; c ei ——Elastic damping coefficient of the i-th layer of filler, N·s / m; c pi ——Plastic damping coefficient of the i-th layer of filler, N·s / m; x c ——vehicle displacement, m; x z ——Bogie displacement, m; x l ——wheelset displacement, m; x d ——displacement of supporting structure, m; λ1——deformation of primary suspension, m; λ2——deformation of secondary suspension, m; λ3——deformation of cushion, m; λ soil-i ——Total deformation of the i-th layer of filler, m; λ soil-ie ——Elastic deformation of the i-th layer of filler, m; λ soil-ip ——Elastic deformation of the i-th layer of filler, m; F s ——wheel-rail coupling force, N.

4. The method according to claim 1, characterized in that: The step 4 further includes the following contents: Based on the acceleration time history curve of the train body during the service period of the roadbed, the driving comfort under different speed conditions is calculated. The calculation process is as follows: the passenger car comfort is evaluated in accordance with GB 5599-85 "Railway Vehicle Dynamics Performance Evaluation and Test Identification Specification", and the stability index of vibration comfort is evaluated according to the Sperling formula. The calculation formula is: Where, A is the vehicle body vibration acceleration (g); f——vibration frequency (Hz); F(f)——frequency correction coefficient.

5. The method according to claim 1, characterized in that: The step 4 further includes the following contents: based on the acceleration time history curve of the vibration wheel during the roadbed filling period, the continuous detection index CEV of compaction quality is calculated, and the calculation process is as follows: 1) Perform EMD decomposition on the acceleration time history curve of the vibration wheel during the filling period to obtain multiple intrinsic mode functions (IMFs): Where f(t) 1 / L is the time history curve of vibration wheel acceleration during filling period, IMF i (t) are K intrinsic mode functions. K (t) is the remainder after subtracting the IMF from the signal; 2) Define the HiIbert conversion of the acceleration time history curve of the vibration wheel during the filling period into the time-frequency-energy spectrum H[f(t) 1 / L ] Where t is time, unit is s; 3) The integral formula for time integration of the time-frequency-energy curve is: Where H(ω, t) is the Hi|bert spectrum function; e(ω, t) is the Hi|bert marginal spectrum function, and W is the frequency; 4) Integrating the marginal spectrum calculated in step 3) above can obtain the continuous detection index of compaction quality CEV: e(ω, t) is the Hi|bert marginal spectrum function, and W is the frequency.

6. A non-volatile storage medium, characterized in that: The non-volatile storage medium includes a stored program, wherein the program controls the device where the non-volatile storage medium is located to execute the method according to any one of claims 1 to 5 when the program is executed.

7. An electronic device, characterized in that: It comprises a processor and a memory; the memory stores computer-readable instructions, and the processor is used to execute the computer-readable instructions, wherein the computer-readable instructions execute the method described in any one of claims 1 to 5 when executed.

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