A reliability assessment method and system for subway vibration reduction fastener system

Abstract

The invention discloses a reliability assessment method and system for a subway vibration reduction fastener system, wherein the method comprises: determining the service life of the subway vibration reduction fastener, and obtaining the total number of loads based on the service life; establishing a damage accumulation model of the subway vibration reduction fastener over time based on the total number of loads; dividing the service life based on the damage accumulation model to obtain multiple time parameters; obtaining the dynamic load of the subway and establishing a load iteration model corresponding to the time parameters based on the damage accumulation model and the vehicle-rail coupling model; obtaining key parameters of the subway vibration reduction fastener corresponding to different time parameters based on the load iteration model; obtaining the actual vibration reduction capacity in the corresponding time period based on the key parameters input into the vehicle-rail coupling model; and judging the reliability of the subway vibration reduction fastener based on the actual vibration reduction capacity. The accuracy of the reliability assessment of the fastener system during the service life cycle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway equipment reliability testing, and more particularly to a reliability evaluation method and system for a subway vibration reduction fastener system. Background Art

[0002] At present, in order to alleviate the environmental vibration caused by subways, a large number of vibration reduction measures are adopted in the lines. According to statistics, the proportion of sections equipped with vibration reduction measures in some urban subway lines has exceeded 40%, and some lines even exceed 50%. Among them, the fastener vibration reduction system is widely used in lines with vibration reduction needs due to its simple structure and easy maintenance.

[0003] However, the actual operating environment of urban rail transit is significantly time-varying and complex, such as the random distribution of the number of train runs and passenger capacity per day. These factors directly affect the distribution characteristics of the load borne by the fastener system. In addition, as the service life of the fastener system increases, the key parameters related to its vibration reduction performance (such as stiffness and damping) will gradually evolve, manifested as performance degradation or increased uncertainty, resulting in a gradual decrease in system reliability. Therefore, in-depth evaluation of the reliability of vibration reduction fastener performance is of great significance to effectively curb the excessive environmental vibration caused by subway operation and ensure the sustainable development of rail transit. However, there is currently a lack of a reliability assessment method for subway vibration reduction fastener systems.

[0004] Therefore, how to accurately characterize the reliability distribution of the fastener system during its service life cycle based on the time-varying characteristics of the actual operating load of urban rail transit is an issue that technical personnel in this field urgently need to solve. Summary of the invention

[0005] In view of this, the present invention provides a reliability assessment method and system for a subway vibration-damping fastener system, which is based on the time-varying characteristics of the actual operating load of urban rail transit, thereby improving the accuracy of reliability assessment of the fastener system during its service life cycle.

[0006] In order to achieve the above object, the present invention adopts the following technical solution:

[0007] A reliability assessment method for a subway vibration reduction fastener system, comprising:

[0008] Determine the service life of the subway vibration reduction fasteners, and obtain the total number of loads based on the service life;

[0009] Establishing a damage accumulation model of the subway vibration-damping fastener over time based on the total number of loads;

[0010] Dividing the service life based on the damage accumulation model to obtain multiple time parameters;

[0011] Acquire subway dynamic load and establish a load iteration model corresponding to the time parameter based on the damage accumulation model and the vehicle-track coupling model;

[0012] Based on the load iteration model, key parameters of the subway vibration reduction fastener corresponding to different time parameters are obtained;

[0013] Based on the key parameters, the vehicle-track coupling model is input to obtain the actual vibration reduction capacity in the corresponding period;

[0014] The reliability of the subway vibration-damping fastener is determined based on the actual vibration-damping capability.

[0015] Preferably, the damage accumulation model D(N) is specifically:

[0016] ;

[0017] Where N represents the total number of loads, K0 represents the initial stiffness of the fastener system, and C0 represents the initial damping. K(N) represents the stiffness value after the total number of loads N is applied, C(N) represents the damping value after the total number of loads N is applied, and m and n represent the contribution of stiffness and damping to damage after degradation, respectively.

[0018] Preferably, obtaining multiple time parameters specifically includes:

[0019] Obtaining equal loss increments based on the damage accumulation model;

[0020] Obtaining the number of cycles corresponding to the equal loss increment based on the damage accumulation model;

[0021] Based on the number of cycles, a plurality of time parameters are obtained to complete the division of the service life.

[0022] Preferably, the method for obtaining the equal loss increment is:

[0023] Obtaining a loss amplitude range based on the damage accumulation model;

[0024] Determine the total number of segments based on the division accuracy;

[0025] The equal loss increment is obtained based on the ratio of the difference between the loss amplitude ranges and the total number of divided segments.

[0026] Preferably, the method for establishing the load iteration model is:

[0027] Obtain the historical number of subway operations and perform statistics and distribution fitting, extract the expected value or representative interval of the operation time interval, and generate the subway operation time series;

[0028] Obtain the passenger volume of the subway at different time periods, fit a probability density curve based on the passenger volume and extract typical values, and generate a passenger volume sequence for the corresponding time period based on the typical values;

[0029] The subway operation time series and the passenger volume series together constitute the subway dynamic load;

[0030] Based on the damage accumulation model, a stiffness time-varying series and a damping time-varying series are obtained;

[0031] Based on the subway dynamic load, the stiffness time-varying sequence and the damping time-varying sequence input into the vehicle-track coupling iterative model, the load iterative model corresponding to the time parameter is established.

[0032] Preferably, the key parameter acquisition method is:

[0033] Obtaining an output load corresponding to the time parameter based on the load iteration model;

[0034] Based on the output load, the subway vibration-damping fastener is loaded according to the corresponding time parameter to obtain the dynamic stiffness, static stiffness and damping value of the subway vibration-damping fastener in different time periods corresponding to the time parameters;

[0035] The dynamic stiffness, the static stiffness and the damping value together constitute the key parameters.

[0036] Preferably, judging the reliability of the subway vibration-damping fastener specifically includes:

[0037] Determining the design vibration reduction capacity of the subway vibration reduction fastener;

[0038] A vibration reduction capacity error is obtained based on the difference between the actual vibration reduction capacity and the designed vibration reduction capacity;

[0039] It is determined whether the vibration reduction capability error is less than a set threshold value. If so, it indicates that the vibration reduction capability of the corresponding period is unreliable; otherwise, it indicates that the vibration reduction capability of the corresponding period is reliable.

[0040] Preferably, it also includes:

[0041] Based on the judgment result, the period during which the vibration reduction capability of all the subway vibration reduction fasteners is unreliable is obtained as the failure period;

[0042] Making a histogram based on the frequency of the failure period, and obtaining a probability density function of the failure period based on the histogram;

[0043] Obtaining a reliability function based on the probability density function;

[0044] Drawing a reliability curve of the subway vibration-damping fastener based on the reliability function;

[0045] Based on the reliability curve, the reliability changes of the subway vibration-damping fasteners in different service stages can be evaluated and the critical failure time points can be identified.

[0046] Preferably, the probability density function f(t) is:

[0047] ;

[0048] in, represents the distribution shape parameter, represents characteristic life, t represents time, and e represents exponential function.

[0049] A reliability assessment system for a subway vibration reduction fastener system, comprising: a total load times acquisition module, a first model construction module, a life division module, a second model construction module, a key parameter acquisition module and a result judgment output module;

[0050] The total load times acquisition module is used to determine the service life of the subway vibration reduction fastener system and obtain the total load times based on the service life;

[0051] The first model building module is used to establish a damage accumulation model of the subway vibration reduction fastener system over time based on the total number of loads;

[0052] The service life division module is used to divide the service life based on the damage accumulation model to obtain multiple time parameters;

[0053] The second model building module is used to obtain the subway dynamic load and establish a load iteration model corresponding to the time parameter based on the damage accumulation model and the vehicle-track coupling model;

[0054] The key parameter acquisition module is used to obtain the key parameters of the subway vibration reduction fastener system for different time periods corresponding to the time parameters based on the load iteration model;

[0055] The result judgment output module is used to obtain the actual vibration reduction capacity within the corresponding time period based on the key parameters input into the vehicle-track coupling model; and judge the reliability of the subway vibration reduction fastener system based on the actual vibration reduction capacity.

[0056] It can be seen from the above technical solutions that, compared with the prior art, the present invention discloses a reliability assessment method and system for a subway vibration reduction fastener system. By counting the number of train runs, the number of train formations, the passenger capacity and the evolution of key parameters of the fastener system, a load iteration model of the fastener system is established, and then the reliability distribution of the fastener system during its service life cycle is quantified, which can reflect the time-varying characteristics of the actual operating load of urban rail transit and improve the accuracy of the reliability distribution assessment of the fastener system during its service life cycle. The present invention combines random operating loads, fastener parameter evolution and time-varying characteristics, which solves the problem that traditional methods are difficult to fully characterize the changes in fastener performance under complex working conditions, thereby realizing the precision and operability of the reliability assessment of the fastener system, and ultimately effectively ensuring the operating safety and vibration reduction effect of rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0058] Figure 1 A flow chart of a reliability assessment method for a subway vibration-damping fastener system provided by the present invention.

[0059] Figure 2 This is a flow chart of the load iteration model establishment method provided by the present invention.

[0060] Figure 3 This is a flow chart of the reliability judgment method of subway vibration-damping fasteners provided by the present invention.

[0061] Figure 4 This is a schematic diagram of a reliability curve provided by the present invention.

[0062] Figure 5 A schematic diagram of the structure of a reliability assessment system for a subway vibration-damping fastener system provided by the present invention. DETAILED DESCRIPTION

[0063] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0064] Example 1

[0065] like Figure 1As shown, the embodiment of the present invention discloses a reliability assessment method for a subway vibration reduction fastener system, comprising:

[0066] Determine the service life of subway vibration reduction fasteners and obtain the total number of loads based on the service life;

[0067] Based on the total number of loads, a damage accumulation model of subway vibration reduction fasteners over time is established;

[0068] Based on the damage accumulation model, the service life is divided to obtain multiple time parameters;

[0069] Obtain subway dynamic loads and establish a load iteration model corresponding to time parameters based on the damage accumulation model and vehicle-track coupling model;

[0070] Based on the load iteration model, the key parameters of subway vibration reduction fasteners corresponding to different time parameters are obtained;

[0071] Based on the key parameters input into the vehicle-track coupling model, the actual vibration reduction capacity in the corresponding period is obtained;

[0072] The reliability of subway vibration reduction fasteners is judged based on the actual vibration reduction capacity.

[0073] Example 2

[0074] The embodiment of the present invention discloses a reliability assessment method for a subway vibration reduction fastener system, comprising:

[0075] Determine the service life of subway vibration reduction fasteners and obtain the total number of loads based on the service life.

[0076] Preferably, the reliability assessment of subway vibration reduction fasteners is divided into line tests and laboratory tests. Although line tests are more in line with actual operating conditions, laboratory experiments are still the main method in the early stages of the assessment due to their long cycles and limitations on test sites. The laboratory test is to place the fasteners on a reliability test bench, apply a certain number of cyclic loads to the fasteners, and determine the probability of fastener failure. The most critical factor in laboratory reliability assessment is the selection of loads, including the size of the load and the number of cycles.

[0077] Preferably, the service life T of the subway vibration-damping fasteners is determined based on the planning and design of the subway vibration-damping fasteners.

[0078] Preferably, the total number of loads N passing through the subway within the service life T is counted: the number of subway passes in one day is counted as G trains, assuming that the load during the passing time of a carriage is a cycle, which includes the load actually passed by the train bogie and the load passed between two bogies, and the number of loads for a train with H carriages in one day is G*H; the total number of loads N within the service life is: T*365*G*H.

[0079] Preferably, in this embodiment, G is 220 and H is 8.

[0080] A damage accumulation model of subway vibration reduction fasteners over time is established based on the total number of loads.

[0081] Preferably, in the damage accumulation model of the fastener system over time, it is necessary to clarify the evolution law of the key parameters (stiffness, damping) of the fastener system during the service time, which can be obtained by fatigue testing.

[0082] Preferably, the essence of the damage evolution of the fastener system is that the stiffness and damping change under the long-term train load, resulting in damage to the entire fastener system. It can be seen that the damage accumulation model is related to the stiffness, damping and the total number of loads. The damage accumulation model D(N) is specifically:

[0083] ;

[0084] Where N represents the total number of loads, K0 represents the initial stiffness of the fastener system, and C0 represents the initial damping. K(N) represents the stiffness value after the total number of loads N is applied, C(N) represents the damping value after the total number of loads N is applied, and m and n represent the contribution of stiffness and damping to damage after degradation, respectively.

[0085] Preferably, the stiffness value K(N) after the total number of loads N is applied is specifically:

[0086] ;

[0087] in, and All represent unknown parameters, and the parameters are fitted through experiments.

[0088] Preferably, the damping value C(N) after the total number of loads N is applied is specifically:

[0089] ;

[0090] in, and All represent unknown parameters, and the parameters are fitted through experiments.

[0091] Preferably, the above damage accumulation model, parameters in K(N) and C(N) are corrected through fatigue tests, wherein the total number of fatigue tests is T*365*220*8.

[0092] The service life is divided based on the damage accumulation model to obtain multiple time parameters.

[0093] Preferably, obtaining multiple time parameters specifically includes:

[0094] Equal loss increments are obtained based on the damage accumulation model;

[0095] Based on the damage accumulation model, the number of cycles corresponding to equal loss increments is obtained;

[0096] Based on the number of cycles, multiple time parameters are obtained to complete the division of service life.

[0097] Preferably, the equal loss increment acquisition method is:

[0098] Based on the damage accumulation model, the loss amplitude range X to Y is obtained;

[0099] Determine the total number of segments B based on the division accuracy;

[0100] Based on the ratio of the difference in the loss amplitude range (YX) to the total number of segments B, the equal loss increment is obtained. .

[0101] Preferably, the equal loss increment is obtained based on the damage accumulation model or by drawing a curve according to the damage accumulation model The corresponding cycle number U, based on the formula t=U / (365*G*H), the time parameters include: t1, t2, t3, ..., t n , completing the non-equidistant division of the useful life T.

[0102] The subway dynamic load is obtained and a load iteration model corresponding to the time parameters is established based on the damage accumulation model and the vehicle-track coupling model.

[0103] Preferably, Figure 2 As shown in Figure 2, the method for establishing the load iteration model is:

[0104] Obtain the historical number of subway operations and perform statistics and distribution fitting, extract the expected value or representative interval of the operation time interval, and generate the subway operation time series;

[0105] Obtain the passenger volume of the subway at different time periods, fit the probability density curve based on the passenger volume and extract the typical value, and generate the passenger volume sequence of the corresponding time period based on the typical value;

[0106] The subway operation time series and passenger volume series together constitute the subway dynamic load;

[0107] Based on the damage accumulation model, the stiffness time-varying series and damping time-varying series are obtained;

[0108] Based on the subway dynamic load, stiffness time-varying series and damping time-varying series input into the vehicle-track coupling iterative model, a load iteration model corresponding to the time parameters is established.

[0109] Preferably, the historical operation times of the subway represent the total daily operation times G*H. Since the daily operation times have different intervals (the intervals between morning and evening peaks are short), the operation times present a random distribution characteristic in time.

[0110] Preferably, the passenger volume has time-varying characteristics (morning and evening peaks) within a day, so the passenger volume presents a random distribution characteristic. By counting the passenger volume within a day, a frequency histogram can be obtained, and a probability density curve can be fitted to describe the random distribution characteristics of the passenger volume.

[0111] Preferably, the vehicle-track coupling model is established in simpack software based on vehicle-track coupling theory.

[0112] Preferably, the load iteration model is a calculation model established in simpack, and the iteration model refers to changing the stiffness, damping and load parameters of the model.

[0113] Preferably, in combination with the non-equidistant division rule, the stiffness time-varying sequence and the damping time-varying sequence are input into the vehicle-track coupling model, so that the characteristics of the track system can be dynamically updated. The subway operation time series and passenger volume series, the stiffness time-varying sequence and the damping time-varying sequence are used as input variables of the vehicle-track coupling model, and the dynamic update of the external load and the internal system parameters is realized through the iteration module of SIMPACK to ensure that the model response fully reflects the random distribution and time-varying characteristics.

[0114] Based on the load iteration model, the key parameters of subway vibration reduction fasteners corresponding to different time parameters are obtained.

[0115] Preferably, the key parameter acquisition method is:

[0116] Based on the load iteration model, the output load corresponding to the time parameter is obtained;

[0117] Based on the output load, the subway vibration reduction fastener is loaded according to the corresponding time parameter to obtain the dynamic stiffness, static stiffness and damping value of the subway vibration reduction fastener in the corresponding time period of different time parameters;

[0118] Dynamic stiffness, static stiffness and damping values ​​together constitute the key parameters.

[0119] Preferably, a static stiffness curve, a dynamic stiffness curve and a damping curve are drawn respectively based on the acquired dynamic stiffness, static stiffness and damping values, and the variation patterns of static stiffness, dynamic stiffness and damping over time are observed with more comprehensive factors taken into consideration.

[0120] Preferably, since the vibration-damping track is a typical multi-degree-of-freedom vibration system, the vibration-damping effect of the fastener system mainly depends on its stiffness and damping characteristics. Therefore, the reliability of the vibration-damping fastener system can be evaluated by measuring its key parameters (stiffness and damping), thereby judging the change of its vibration-damping performance during the actual service cycle.

[0121] The actual vibration reduction capacity in the corresponding period is obtained based on the key parameters input into the vehicle-track coupling model.

[0122] Preferably, the vibration reduction capacity uses the insertion loss of the maximum Z vibration level as a quantitative indicator, that is, the actual vibration reduction capacity is specifically:

[0123] ;

[0124] in, Indicates the vibration acceleration level of non-vibration-damping fasteners, dB; Indicates the vibration acceleration level of the vibration-damping fastener; Indicates the vibration acceleration of non-vibration-damping fasteners, m / s 2 ; Indicates the vibration acceleration of the vibration damping fastener, m / s 2 .

[0125] The reliability of subway vibration reduction fasteners is judged based on the actual vibration reduction capacity.

[0126] Preferably, Figure 3 As shown in the figure, the reliability of subway vibration reduction fasteners is determined by:

[0127] Determine the design vibration reduction capacity of subway vibration reduction fasteners;

[0128] Based on the difference between the actual vibration reduction capacity and the designed vibration reduction capacity, the vibration reduction capacity error is obtained;

[0129] It is determined whether the vibration reduction capability error is less than a set threshold value. If so, it indicates that the vibration reduction capability of the corresponding period is unreliable; otherwise, it indicates that the vibration reduction capability of the corresponding period is reliable.

[0130] Preferably, it also includes:

[0131] Based on the judgment results, the period during which the vibration reduction capacity of all subway vibration reduction fasteners is unreliable is obtained as the failure period;

[0132] A histogram is made based on the frequency of the failure period, and a probability density function of the failure period is obtained based on the histogram;

[0133] The reliability function is obtained based on the probability density function;

[0134] Draw the reliability curve of subway vibration reduction fasteners based on the reliability function;

[0135] Based on the reliability curve, the reliability changes of subway vibration damping fasteners in different service stages can be evaluated and the critical failure time points can be identified.

[0136] Preferably, the probability density function f(t) is:

[0137] ;

[0138] in, represents the distribution shape parameter, represents characteristic life, t represents time, and e represents exponential function.

[0139] Preferably, the parameters are obtained based on the probability density function f(t). , and t, based on , and t to obtain the reliability function R(t) and failure rate function h(t):

[0140] ;

[0141] .

[0142] Preferably, by plotting a histogram of the probability of failure periods, the variation pattern of the failure rate function can be observed, which generally includes a constant failure rate, a linearly increasing failure rate, a linearly decreasing failure rate, and a nonlinear failure rate.

[0143] Preferably, the typical Weibull distribution model is suitable for nonlinear failure rate and is widely used in the reliability assessment of general products. Assuming that the failure rate of the vibration damping fastener system is a nonlinear change, the Weibull distribution model can be used for fitting. In this embodiment, the above-mentioned probability density function f(t), reliability function R(t) and failure rate function h(t) are all fitted based on the Weibull distribution model.

[0144] Preferably, the reliability curve is as follows Figure 4 As shown in the figure, the curve drawn based on the reliability function aims to quantify the reliability distribution and failure law of the subway vibration reduction fastener system during its service life cycle, so as to clarify the decline trend of its vibration reduction performance. Through the reliability curve, the reliability changes of the fastener system in different service stages can be intuitively evaluated, and the key failure time points can be identified, providing a basis for optimizing the vibration reduction performance design and formulating scientific maintenance strategies. At the same time, the reliability curve combines random operating loads, fastener parameter evolution and time-varying characteristics, solving the problem that traditional methods are difficult to fully characterize the changes in fastener performance under complex working conditions, thereby realizing the accuracy and operability of the reliability evaluation of the fastener system, and ultimately effectively ensuring the operation safety and vibration reduction effect of rail transit.

[0145] Example 3

[0146] like Figure 5 As shown, a reliability assessment system for a subway vibration reduction fastener system includes: a total load times acquisition module, a first model construction module, a life division module, a second model construction module, a key parameter acquisition module and a result judgment output module;

[0147] The total load times acquisition module is used to determine the service life of the subway vibration reduction fastener system and obtain the total load times based on the service life;

[0148] The first model building module is used to establish a damage accumulation model of the subway vibration reduction fastener system over time based on the total number of loads;

[0149] The service life division module is used to divide the service life based on the damage accumulation model to obtain multiple time parameters;

[0150] The second model building module is used to obtain the subway dynamic load and establish a load iteration model corresponding to the time parameter based on the damage accumulation model and the vehicle-track coupling model;

[0151] A key parameter acquisition module, used to obtain key parameters of subway vibration reduction fastener system corresponding to different time parameters based on the load iteration model;

[0152] The result judgment output module is used to obtain the actual vibration reduction capacity in the corresponding period based on the key parameters input into the vehicle-track coupling model; and to judge the reliability of the subway vibration reduction fastener system based on the actual vibration reduction capacity.

[0153] Preferably, the process of implementing the functions of each module of the system in this embodiment corresponds one by one to the content of the above method, and will not be repeated here.

[0154] Example 4

[0155] Based on the same inventive concept, the present invention also provides a computer device, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0156] Memory, used to store computer programs;

[0157] The processor, when used to execute the program stored in the memory, can implement a reliability assessment method for a subway vibration-damping fastener system as in Example 1 or 2.

[0158] The electronic device may include: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus. The processor may call the logic instructions in the memory to execute a reliability assessment method for a subway vibration reduction fastener system in Embodiment 1 or 2.

[0159] In addition, the logic instructions in the above-mentioned memory can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0160] Through the above technical solutions, it can be known that the present invention discloses a reliability assessment method and system for a subway vibration reduction fastener system. By counting the number of train operations, the number of train formations, the passenger capacity and the evolution of key parameters of the fastener system, a load iteration model of the fastener system is established, and then the reliability distribution of the fastener system during its service life cycle is quantified, which can reflect the time-varying characteristics of the actual operating load of urban rail transit and improve the accuracy of the reliability distribution assessment of the fastener system during its service life cycle. The present invention combines random operating loads, fastener parameter evolution and time-varying characteristics, which solves the problem that traditional methods are difficult to fully characterize the changes in fastener performance under complex working conditions, thereby realizing the precision and operability of the reliability assessment of the fastener system, and ultimately effectively ensuring the operating safety and vibration reduction effect of rail transit.

[0161] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0162] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A reliability assessment method for a subway vibration reduction fastener system, characterized in that: include: Determine the service life of the subway vibration reduction fasteners, and obtain the total number of loads based on the service life; Establishing a damage accumulation model of the subway vibration-damping fastener over time based on the total number of loads; The damage accumulation model D(N) is specifically: Where, N represents the total number of loads, K0 represents the initial stiffness of the subway vibration reduction fastener, and C0 represents the initial damping; K(N) represents the stiffness value after the total number of loads N is loaded, C(N) represents the damping value after the total number of loads N is loaded, and m and n represent the contribution values ​​of stiffness and damping to damage after degradation, respectively. Dividing the service life based on the damage accumulation model to obtain multiple time parameters; Acquire subway dynamic load and establish a load iteration model corresponding to the time parameter based on the damage accumulation model and the vehicle-track coupling model; The method for establishing the load iteration model is: Obtain the historical number of subway operations and perform statistics and distribution fitting, extract the expected value or representative interval of the operation time interval, and generate the subway operation time series; Obtain the passenger volume of the subway at different time periods, fit a probability density curve based on the passenger volume and extract typical values, and generate a passenger volume sequence for the corresponding time period based on the typical values; The subway operation time series and the passenger volume series together constitute the subway dynamic load; Based on the damage accumulation model, a stiffness time-varying series and a damping time-varying series are obtained; Based on the subway dynamic load, the stiffness time-varying sequence and the damping time-varying sequence input into the vehicle-track coupling iteration model, the load iteration model corresponding to the time parameter is established; Based on the load iteration model, key parameters of the subway vibration reduction fastener corresponding to different time parameters are obtained; The key parameter acquisition method is: Obtaining an output load corresponding to the time parameter based on the load iteration model; Based on the output load, the subway vibration-damping fastener is loaded according to the corresponding time parameter to obtain the dynamic stiffness, static stiffness and damping value of the subway vibration-damping fastener in different time periods corresponding to the time parameters; The dynamic stiffness, the static stiffness and the damping value together constitute the key parameters; Based on the key parameters, the vehicle-track coupling model is input to obtain the actual vibration reduction capacity in the corresponding period; The reliability of the subway vibration-damping fastener is determined based on the actual vibration-damping capability.

2. A reliability assessment method for a subway vibration reduction fastener system according to claim 1, characterized in that: The multiple time parameters include: Obtaining equal loss increments based on the damage accumulation model; Obtaining the number of cycles corresponding to the equal loss increment based on the damage accumulation model; Based on the number of cycles, a plurality of time parameters are obtained to complete the division of the service life.

3. A reliability assessment method for a subway vibration reduction fastener system according to claim 2, characterized in that: The method for obtaining the equal loss increment is: Obtaining a loss amplitude range based on the damage accumulation model; Determine the total number of segments based on the division accuracy; The equal loss increment is obtained based on the ratio of the difference between the loss amplitude ranges and the total number of divided segments.

4. A reliability assessment method for a subway vibration reduction fastener system according to claim 1, characterized in that: Determining the reliability of the subway vibration-damping fastener specifically includes: Determining the design vibration reduction capacity of the subway vibration reduction fastener; A vibration reduction capacity error is obtained based on the difference between the actual vibration reduction capacity and the designed vibration reduction capacity; It is determined whether the vibration reduction capability error is less than a set threshold value. If so, it indicates that the vibration reduction capability of the corresponding period is unreliable; otherwise, it indicates that the vibration reduction capability of the corresponding period is reliable.

5. A reliability assessment method for a subway vibration reduction fastener system according to claim 4, characterized in that: Also includes: Based on the judgment result, the period during which the vibration reduction capability of all the subway vibration reduction fasteners is unreliable is obtained as the failure period; Making a histogram based on the frequency of the failure period, and obtaining a probability density function of the failure period based on the histogram; Obtaining a reliability function based on the probability density function; Drawing a reliability curve of the subway vibration-damping fastener based on the reliability function; Based on the reliability curve, the reliability changes of the subway vibration-damping fasteners in different service stages can be evaluated and the critical failure time points can be identified.

6. A reliability assessment method for a subway vibration reduction fastener system according to claim 5, characterized in that: The probability density function f(t) is: Among them, σ represents the distribution shape parameter, θ represents the characteristic life, t represents time, and e represents the exponential function.

7. A subway vibration reduction fastener system reliability assessment system, applied to a subway vibration reduction fastener system reliability assessment method as claimed in any one of claims 1 to 6, characterized in that: include: A total load number acquisition module, a first model construction module, a year division module, a second model construction module, a key parameter acquisition module and a result judgment output module; The total load times acquisition module is used to determine the service life of the subway vibration reduction fasteners and obtain the total load times based on the service life; The first model building module is used to establish a damage accumulation model of the subway vibration reduction fastener over time based on the total number of loads; The service life division module is used to divide the service life based on the damage accumulation model to obtain multiple time parameters; The second model building module is used to obtain the subway dynamic load and establish a load iteration model corresponding to the time parameter based on the damage accumulation model and the vehicle-track coupling model; The key parameter acquisition module is used to obtain the key parameters of the subway vibration reduction fastener corresponding to different time parameters based on the load iteration model; The result judgment output module is used to obtain the actual vibration reduction capacity in the corresponding time period based on the key parameters input into the vehicle-track coupling model; The reliability of the subway vibration-damping fastener is determined based on the actual vibration-damping capability.

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