Rail transit curve section rail corrugation control method based on dynamic speed regulation and control

Abstract

The invention provides a rail transit curve section rail corrugation control method based on dynamic speed regulation and control. The method comprises the three stages of rail corrugation evolution theory simulation, speed regulation and control based on a train curve with the minimum corrugation growth rate and dynamic optimization of a speed regulation and control operation period based on a compartment internal noise detection result. Based on the discovered principle of destructive interference of tread corrugation of the curved-section steel rail at different passing speeds, the proposed speed regulation and control scheme can avoid abrasion accumulation of the same wavelength of the steel rail corrugation, so that the steel rail corrugation is always kept at a low growth rate in the whole life cycle; and a foundation is laid for long-acting treatment of steel rail corrugation engineering problems and improvement of intelligent operation and maintenance level of rail transit.

Description

Technical Field

[0001] The invention belongs to the field of improving wheel-rail relationship of high-speed railway and urban rail transit, and in particular proposes a rail corrugation control method in a curved section of rail transit based on dynamic speed regulation. Background Art

[0002] The urban rail express line is a new type of rapid rail transit that provides fast, large-capacity, and bus-like services for commuting. Compared with the urban rail line, the operating speed is significantly increased (the maximum operating speed is 120 kilometers per hour), and the safety maintenance and repair are more stringent. In order to maximize the layout requirements of the existing urban layout for the line plane, the urban express line usually has the characteristics of a large proportion of curves and a small curve radius. For example, the curved track of a certain subway line accounts for 30%-50% of the total mileage of the line. The wheel-rail contact relationship when the vehicle is running in the curved section is more complicated, and it has always been a weak area that the subway maintenance and repair department focuses on.

[0003] Field investigations have found that serious rail corrugation is prone to occur in curved sections, which significantly aggravates the dynamic interaction between wheels and rails, reduces driving safety and comfort, and is the main cause of fastener spring bar breakage, T-bolt root breakage, and excessive car noise. For example, a certain subway line showed relatively serious rail corrugation in the curved section, and more than 90% of the rail corrugation occurred in the curved section, with a wave depth ranging from 0.01mm to 0.15mm, and a wavelength of mainly 20-50mm. It can be inferred that the corrugation of rails in curved sections (curved section rails) is one of the bottleneck factors for rail transit safety and green operation and maintenance. Long-term control of rail corrugation in curved sections has important research significance and value for alleviating wheel-rail wear and noise, reducing maintenance workload, reducing operation and maintenance costs, and improving the safety and comfort of the entire line.

[0004] In order to ensure the safe operation of subway vehicles, it is urgent to carry out rail corrugation control and maintenance in curved sections.

[0005] There have been a lot of research on the formation and evolution mechanism of rail corrugation, and suggestions for corrugation control have been put forward from the perspective of improving structural vibration characteristics and rail grinding. However, measures to improve structural vibration characteristics, such as changing structural mechanical parameters and structural geometric dimensions, require a lot of maintenance for the already opened operating lines, and are not easy to implement in engineering.

[0006] Moreover, although measures to improve the structural vibration characteristics avoid one resonance, the dense track structure modes may cause another new resonance problem, which will eventually evolve into another type of corrugation.

[0007] Rail grinding is a passive control measure with high maintenance cost.

[0008] Therefore, it is necessary to propose a method that is easy to implement and can effectively control rail corrugation in the long term. Summary of the invention

[0009] The purpose of the present invention is to provide a rail corrugation control method for a rail transit curve section based on dynamic speed regulation, which can control rail corrugation in a long-term manner.

[0010] my country's current "Metro Design Code" GB50157 requires that the allowable value of unbalanced superelevation of curves should not be greater than 61mm when designing curved sections. Within this allowable value of unbalanced superelevation, there is a large safe and comfortable range of operating speeds for trains to safely pass through curves. Appropriate adjustments to the curve passing speed will not affect the safe and comfortable operation of trains.

[0011] When a train passes through a curved section at different speeds, the wheel-rail will form an over-superelevation or under-superelevation contact state and exhibit different stick-slip states. Studies have found that the wear phase of the rail tread is different or even reversed at different train speeds, exhibiting an interference destructive phenomenon.

[0012] The present invention is based on a curved rail section for research. Its purpose is to theoretically propose a train operation strategy control scheme for long-term control of rail corrugation on the basis of meeting the requirements of under- and over-elevation of the curve and within the range allowed by train signal scheduling, and to determine the combined operation mode of different train passing speeds of the curved rail section that minimizes the growth rate of rail corrugation (such as the size of two different passing speeds, the operating speed under over-elevation and the normal operating speed, and the proportion of the number of operations corresponding to different passing speeds). The main points of the invention are as follows:

[0013] The rail corrugation control method for rail transit curve sections based on dynamic speed control includes three stages: theoretical simulation of rail corrugation evolution, speed control of train passing through curves based on minimum corrugation growth rate, and dynamic optimization of speed control during operation based on the result of noise detection inside the carriage.

[0014] The theoretical simulation of rail corrugation evolution is to build a wide-band dynamic interaction model of the vehicle-ballastless track system based on structural dynamics theory and finite element method, and carry out the full process inversion of rail corrugation characteristic parameters. Specifically:

[0015] Based on the vehicle-track coupling dynamics theory of subway and high-speed rail, a broadband dynamic interaction model of vehicle-ballastless track system is constructed to obtain wheel-rail contact state information (wear power, contact spot area, etc.). On this basis, the corrugation growth rate is proposed as an analytical indicator to measure the evolution of corrugation. This analysis process takes into account the cumulative and coherent effects of multiple wheels on rail wear and the broadband coupling vibration characteristics of vehicle-track.

[0016] Among them, the solution process of the corrugation growth rate is:

[0017] Calculate the wheel-rail dynamic contact information such as wear power and contact spot area under the initial roughness of the rail;

[0018] Calculate the instantaneous wear depth of the rail tread along the rail mileage direction based on the friction work wear model;

[0019] Solve the rail roughness after wear evolution;

[0020] Compare the initial and post-wear rail roughness to evaluate the growth or weakening of rail corrugation of different wavelengths.

[0021] The speed control scheme is to use the different passing speed strategies to avoid the wear accumulation of the same wavelength of rail corrugation and the idea of ​​interference and cancellation of corrugation of different wavelengths to determine the speed control scheme for passing the curve (such as the passing speed of different trains on the curved rails, and the proportion of trains running at different passing speeds on the curved rails).

[0022] On the basis of meeting the under- and over-height limits of the curve and within the range allowed by train signal dispatching, the evolution characteristics and laws of rail corrugation under different passing speeds and proportions in the curve section are analyzed, and a train combination operation mode with different passing speeds on the curved rail is proposed with the goal of minimizing the growth rate of rail corrugation, including the passing speeds of different trains on the curved rails and the proportion of the number of trains running at different passing speeds on the curved rails, to provide suggestions and operation plans for train signal dispatching. To facilitate operational dispatching, trains passing the curve in an over-height state can be scheduled to the last few trips of the day.

[0023] Among them, in the simulation software, the passing speed can be directly input or modified.

[0024] The number of runs is equal to the number of times the passing speed is assigned a non-zero value. That is, when the passing speed is greater than 0, the number of runs increases once each time the simulation software runs.

[0025] The dynamic optimization of speed control during the operation period is to optimize the speed control plan in real time according to the on-site test results of rail corrugation under the running speed plan, so that the growth rate of rail corrugation can always be kept at a low level during the whole life cycle.

[0026] According to the characteristic parameters of rail corrugation (wavelength, wave depth) at different actual curve passing speeds, the speed control scheme that meets the minimum corrugation growth rate is adjusted in real time and dynamically, so that the rail corrugation growth rate can always be kept at a low level throughout the life cycle, thus achieving long-term control of rail corrugation.

[0027] The long-term treatment of subway rail corrugation also requires an efficient detection method for the characteristic parameters of rail corrugation.

[0028] In response to the needs of efficient detection, the characteristic parameters of rail corrugation are identified based on the internal noise signal of the carriage by using time-frequency analysis combined with a deep learning algorithm.

[0029] Compared with the prior art, the advantages of the present invention are:

[0030] The method mainly includes three stages: theoretical simulation of rail corrugation evolution, speed control of train passing curves based on the minimum corrugation growth rate, and dynamic optimization of speed control during operation based on the results of noise detection inside the carriage. The proposed speed control scheme can avoid the accumulation of wear of the same wavelength of rail corrugation, so that rail corrugation can always maintain a low growth rate throughout the life cycle, laying a foundation for the long-term management of rail corrugation engineering problems and the improvement of the intelligent operation and maintenance level of rail transit systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 The flowchart of the rail corrugation control method in the curved section of rail transit based on dynamic speed control;

[0032] Figure 2 The principle of interference elimination of rail tread wear (corrugation) at different curve passing speeds;

[0033] Figure 3 It represents the train speed control scheme in curved sections based on the wear interference elimination principle;

[0034] Figure 4 Represent the broadband dynamic interaction model of vehicle-ballastless track system;

[0035] Figure 5 It represents the simulation process of rail corrugation evolution theory;

[0036] Figure 6 It represents the rail corrugation growth rate under the curve passing speed control;

[0037] Figure 7 It represents the time-frequency diagram of the noise inside the car. DETAILED DESCRIPTION

[0038] The rail corrugation control method for rail transit curve section based on dynamic speed control of the present invention will be described in more detail below in conjunction with a schematic diagram, wherein a preferred embodiment of the present invention is shown, and it should be understood that those skilled in the art can modify the present invention described herein while still achieving the advantageous effects of the present invention. Therefore, the following description should be understood as being widely known to those skilled in the art, and not as a limitation of the present invention.

[0039] This embodiment aims to theoretically propose a new solution for long-term control of rail corrugation within the scope allowed by train signal dispatching, provide new ideas for the treatment of the difficult problem of rail corrugation, and accurately find out the combined operation mode of different train curve passing speeds that minimizes the growth rate of rail corrugation (such as the size of different train curve passing speeds, the proportion of trains with different curve passing speeds), so as to lay the foundation for the cross-integration of different professions in the rail transit system, the improvement of the level of intelligent operation and maintenance, and the development of rail transit towards intelligence and greenness.

[0040] At present, the running speeds of trains in the same section of most urban rail systems are exactly the same, and the wavelength characteristics of the rail corrugation caused by each train are consistent, which will cause the wear of the same wavelength of rail corrugation to accumulate, aggravating the rail corrugation disease.

[0041] In fact, the significant wavelength of rail corrugation at different vehicle operating speeds is inconsistent. If different operating speed strategies are adopted in curved sections, the wear accumulation of the same wavelength of rail corrugation can be avoided (e.g. Figure 2 ), so that the rail wear interference at different operating speeds can be cancelled out, that is, the vehicle operating speed is adjusted so that the operating vehicle plays the role of a rail grinding vehicle, thereby suppressing the growth rate of rail corrugation.

[0042] A rail corrugation control method for a rail transit curve section based on dynamic speed control comprises the following steps:

[0043] Step 1: Obtain the wear interference cancellation principle of the rail tread in the curved section, that is, the corrugation interference cancellation principle.

[0044] Preliminary investigations have found that when a train passes through a curved rail section with under-cant elevation or over-cant elevation, the wheel-rail contact is in a large creep state in the over-cant elevation state, which makes the rail tread wear phase inconsistent with that in the under-cant elevation state, including showing an anti-phase, which constitutes a prerequisite for interference cancellation;

[0045] Based on this, the principle of interference cancellation of rail tread wear (corrugation) at different train speeds on curved rails was discovered.

[0046] Among them, when the speed of the train passing through the curved rail section is higher than the speed required to balance the centrifugal force, the corresponding state is the under-superspeed state.

[0047] When the speed of a train passing through a curved section of rail is lower than the speed required to balance the centrifugal force, the corresponding state is an overspeed state.

[0048] Large creep: The adhesion coefficient between the wheel and rail is close to the friction coefficient between the wheel and rail, and the wheel-rail interface is close to a full sliding state.

[0049] The movement of the wheels on the rails is not a pure static friction state, but a "rolling with sliding" state, which is called "creep". Creep is a state between pure rolling and pure sliding; large creep is a state close to pure sliding but not yet sliding.

[0050] Step 2: Determine the optimal theoretical speed control scheme FL, which specifically includes:

[0051] Step 2A: Establish a wide-band dynamic interaction model of the vehicle-ballastless track system and input the initial roughness of the on-site rail before operation, that is, the roughness Z0(x) measured by the corrugation detection vehicle.

[0052] Before the operation is put into operation, a corrugation detection trolley is used to measure the roughness of the rails in the curved section, which is used as the initial roughness of the rails (initial wear depth). Among them, using a corrugation detection trolley to measure the roughness of the rails in the curved section belongs to the prior art.

[0053] Step 2B, input the passing speed of the curved rail section, and solve the wheel-rail contact state information;

[0054] Step 2C: Calculate the rail roughness after wear evolution, specifically including:

[0055] Based on the wheel-rail contact state information and the wear work model, the rail mass wear rate per unit area is calculated;

[0056] Based on the rail mass wear rate per unit area, the instantaneous wear depth of the rail tread along the rail mileage direction is calculated;

[0057] Based on the instantaneous wear depth, the rail roughness after wear evolution is calculated;

[0058] Step 2D: Compare the rail roughness after wear evolution with the initial roughness to obtain the corrugation growth rate.

[0059] Step 2C and step 2D specifically include:

[0060]

[0061] Z n (x) = Z n-1 (x)-RΔz(x); n≥1

[0062]

[0063] in, -Rail mass wear rate per unit area; wear-wear;

[0064] C w - wear proportionality coefficient, a known quantity; C-coefficient; w-wear;

[0065] Ewear - Wear power, given by Figure 4 Simulation model output; E-power;

[0066] A c -The area of ​​the wheel-rail contact patch, given by Figure 4 Simulation model output; A-area; c-contact;

[0067] a-semi-axis length of the contact patch, such as Figure 5 As shown, it is the semi-axis length of the major axis, which is given by Figure 4 Simulation model output;

[0068] V c - The passing speed of the curved rail section is the control value;

[0069] Δt-the time taken by the wheel-rail contact patch to pass through a point on the rail tread;

[0070] ρ-density of the curved rail material, which is a known quantity;

[0071] Δz k (x) - instantaneous wear depth of the rail tread when the kth wheelset of the vehicle passes;

[0072] k-wheelset number;

[0073] x- represents the mileage of the rail transit line along the rail, as displayed by the finite element software;

[0074] Δz(x)-the accumulated wear depth of the rail tread after different wheel sets of vehicles pass through;

[0075] R-magnification factor;

[0076] Z n-1 (x) - rail tread roughness after the n-1th wear iteration calculation;

[0077] Z n (x)-Rail tread roughness after the nth wear iteration calculation;

[0078] Z0(x)-initial roughness of rail tread, measured by corrugation testing trolley;

[0079] n-the cumulative number of wear iterations, displayed by the finite element software;

[0080] APL- means AutoPower Linear transformation;

[0081] -Amplitude of the linear autopower spectrum of rail tread roughness after wear iteration;

[0082] - the amplitude of the linear autopower spectrum of the initial roughness of the rail;

[0083] G cor -corrugation growth rate; G-growth rate; cor-rail corrugation wear;

[0084] λ cor - Wavelength of rail tread roughness.

[0085] Step 2E, calculate the theoretical wavelength BL of rail corrugation.

[0086] like Figure 6 As shown in the figure, the wave growth rate under different wavelengths is compared, and the wavelength corresponding to the peak value is BL.

[0087] The basis is: the peak value of the corrugation growth rate is the maximum increase rate, and its corresponding wavelength is considered to be the theoretical wavelength BL of rail corrugation.

[0088] Step 2F, based on the wear interference cancellation principle, formulate a passing speed control scheme F0 based on the curved rail;

[0089] F0 includes: two different passing speeds: the operating speed under superelevation and large creep (superelevation speed) and the normal operating speed, and the proportion of the number of runs corresponding to different passing speeds;

[0090] The percentage of train runs = the number of train runs with superelevation in one day / the total number of train runs under normal operating conditions. Normal operating conditions refer to running under the state of less superelevation or running under the state of balanced superelevation.

[0091] The balanced superelevation state refers to the speed state corresponding to which the speed of the rail passing through the curved section is equal to the speed required to balance the centrifugal force.

[0092] Preferably, the trains that pass through the curve in the superelevation state can be arranged to the last few trips of the day to facilitate operation scheduling.

[0093] Step 2G, adjust the solution in F0, and execute steps 2B to 2D until the corrugation growth rate is minimum;

[0094] Step 2H, output the speed control scheme corresponding to the minimum corrugation growth rate, that is, the optimal theoretical speed control scheme FL;

[0095] Step 3: Determine the optimal actual passing speed control scheme F, which specifically includes:

[0096] Step 3A, obtaining the actual wavelength BS of rail corrugation during operation;

[0097] Step 3B, adjusting the relevant parameters of the vehicle-ballastless track system broadband dynamic interaction model, and executing steps 2B to 2E until BL is equal to BS;

[0098] The relevant parameters include:

[0099] Vehicle parameters: geometric dimensions and mass of the car body, bogie, and wheelset components; stiffness and damping of suspension parameters between components;

[0100] Track parameters: type, geometry, stiffness, and mass of track rails, fasteners, and ballast bed;

[0101] Operating conditions: curve radius, superelevation value and operating speed parameters.

[0102] Step 3C, adjust the solution in FL and execute steps 2B to 2D until the corrugation growth rate is minimum;

[0103] Step 3D, output the speed control scheme corresponding to the minimum corrugation growth rate, that is, the optimal actual speed control scheme FS;

[0104] Step 4: Trains in operation period execute FS.

[0105] Between step 2E and step 2F, the following steps are also included:

[0106] Adjust the relevant parameters of the broadband dynamic interaction model of the vehicle-ballastless track system (geometric dimensions of the vehicle and track; mechanical parameters such as stiffness and damping), and execute steps 2B to 2E until BL is equal to the wavelength B0 of the rail corrugation; use a corrugation detection trolley to obtain B0, which is a prior art.

[0107] B0 is the actual wavelength of rail corrugation on the existing operational rail transit line (with the same parameters as the new line, such as vehicles, track type and operating speed);

[0108] The passing speed of the curved rail section in step 2B is equal to the design operating speed of the rail transit line.

[0109] like Figure 1 As shown, the method includes three parts: theoretical simulation of rail corrugation evolution, determination of speed control scheme based on minimum corrugation growth rate, and dynamic optimization of speed control based on vehicle-borne noise detection results during operation.

[0110] The existing urban rail transit operation strategies include mixed operation strategies of fast and slow trains (such as Chongqing Metro Line 10), bifurcated line operation strategies (such as Shanghai Rail Transit Line 10), and dynamic adjustment of the time intervals between flat and peak trains. With the development of intelligent rail transit, the precise dynamic control of train speed through the signal dispatching system is becoming more and more mature, which makes it possible for the scheme of dynamically controlling the curve passing speed of the urban rail express line in this embodiment. By dynamically controlling the train speed (curved rail passing speed), changing the under-superelevation or over-superelevation state of the train passing the curve, the operating vehicle with a specific speed can act as a rail grinding vehicle to suppress the formation of rail corrugation.

[0111] Figure 2 It represents the principle of interference elimination of rail tread wear at different curve passing speeds.

[0112] Interference destructiveness is a classic phenomenon in wave mechanics. For example, optical interference destructiveness will cause the light intensity to weaken, and acoustic interference destructiveness can achieve sound noise reduction.

[0113] The condition for the formation of destructive interference is that the vibration phase difference of the two waves at the interference point is close to the opposite phase, so that the peaks and troughs cancel each other out.

[0114] Figure 2 The study found that when a train passes through a curve section with under-cant or over-cant, the large creep state of wheel-rail contact in over-cant will make the rail tread wear phase inconsistent with the under-cant state, or even show an opposite phase, which constitutes a prerequisite for interference cancellation. Based on this, the principle of interference cancellation of rail tread wear at different curve passing speeds was discovered.

[0115] Figure 3 It is a train speed control scheme for curved sections based on the principle of wear interference cancellation.

[0116] Since the wavelength of rail corrugation is equal to the train running speed (passing speed) divided by the excitation frequency of the wheel-rail system, the wavelength of rail corrugation changes with the train speed.

[0117] Mainly focusing on the characteristic parameters of rail corrugation, the speed control scheme that makes the wear cancellation most significant (minimum corrugation growth rate) is determined to avoid the accumulation of rail corrugation of the same wavelength.

[0118] Specifically, based on Figure 2 Based on the principle of wear interference elimination, trains passing through the curve in the superelevation state can act as rail grinding vehicles. Train speed control includes regulating the speed of trains passing through the curve in the superelevation state and trains in normal operation, and regulating the proportion of trains with different speeds (i.e. the ratio of the number of trains acting as rail grinding vehicles in the superelevation state to the total number of trains in normal operation).

[0119] Figure 4With the help of the existing vehicle-track coupling dynamics theory, the refined mechanical characteristics of the key components of the vehicle or track system, the non-Hertz contact between the wheel and the rail are considered, the vehicle mode, track mode and the new modal influence formed by the vehicle and track coupling are clarified, and a wide-band dynamic interaction model of the vehicle-ballastless track system is constructed, which provides a basis for the analysis of rail corrugation evolution.

[0120] Figure 5 It represents the simulation process of rail corrugation evolution theory. The starting point of the mileage is the detection point, and the detection starting point is any point on the rail.

[0121] Except for the front bogie of the first car and the rear bogie of the last car, the long-term impact of the entire EMU on the rails during actual operation can be regarded as the cyclic and repeated action of the four wheel pairs of adjacent bogies of the front and rear cars on the rails.

[0122] Based on the analysis results of vehicle-track dynamic interaction (wear power, contact spot area, etc.), a rail corrugation analysis process and corrugation growth rate analysis index are proposed, such as Figure 4 shown.

[0123] This analysis process takes into account the cumulative effect of multiple wheels on rail wear.

[0124] The solution idea can be summarized as follows:

[0125] 1) The roughness of the rail tread before the operation is measured by a corrugation detection vehicle (existing technology), which is used as the initial roughness of the rail and input into the wide-band dynamic interaction model of the vehicle-ballastless track system to calculate the dynamic contact information of the wheel and rail such as the wear power under the initial roughness of the rail;

[0126] 2) Calculate the instantaneous wear depth of the rail tread along the longitudinal direction of the rail based on the friction work wear model;

[0127] The wear power model is an existing technology, which believes that the wear rate of the material is proportional to the wear power and the wear rate of the rail mass per unit area is It can be expressed as formula (1).

[0128]

[0129] Z n (x) = Z n-1 (x)-RΔz(x);n≥1 (5)

[0130]

[0131] Every time a train passes through a curve, the instantaneous wear depth Δz of the rail tread at a certain mileage x is k (x) can be expressed as formula (3).

[0132] The instantaneous wear depth Δz(x) generated when multiple wheelsets roll over a point on the rail tread is the sum of the instantaneous wear depths of each wheelset after rolling over the same mileage on the rail tread, as shown in formula (4).

[0133] Each time the wheel rolls over the rail, the tread wear is extremely small. To improve the calculation efficiency, the instantaneous wear depth is enlarged by a magnification factor R. Then the rail roughness Z when the wear evolves n times (step 2B is executed n times) is n (x).

[0134] Compare the initial and worn rail roughness, evaluate the growth or weakening of corrugation at different wavelengths, and propose the corrugation growth rate analysis index G cor .

[0135] If the corrugation growth rate is greater than 0, the rail roughness after wear evolution is higher than the initial rail roughness, indicating that the rail corrugation is increasing;

[0136] On the contrary, if the corrugation growth rate is less than 0, the rail roughness after wear evolution is lower than the initial rail roughness, indicating that the corrugation is weakened.

[0137] Therefore, the corrugation growth rate can be used to evaluate the growth or weakening degree of corrugation at different wavelengths.

[0138] in, represents the amplitude of the linear autopower spectrum of the rail tread roughness after wear iteration, which is obtained by n (x) is obtained using the Fourier transform method.

[0139] The amplitude of the linear autopower spectrum representing the initial tread roughness of the rail;

[0140] Figure 6 To show the simulation results of rail corrugation growth rate under curve speed control.

[0141] The rail corrugation wavelength BS is equal to the train speed v divided by the vibration frequency f, as shown in formula (8).

[0142] The growth rates of long-wavelength and short-wavelength corrugation are significantly reduced, indicating that the growth rate of corrugation by trains running at two speeds in combination on the same line section is significantly lower than that by trains running at only a single speed. It can be inferred that mixed operation (combined operation) of trains with different operating speed modes will avoid the accumulation of rail corrugation of the same wavelength, thereby slowing down the formation of rail corrugation.

[0143] v=BS·f (8)

[0144] Figure 7 It represents the time-frequency diagram of the noise inside the carriage. Aiming at the needs of efficient detection, the noise signal inside the carriage is detected and the characteristic parameters of rail corrugation are identified by means of time-frequency analysis or deep learning algorithm.

[0145] Figure 7 The horizontal axis represents the rail mileage, and the vertical axis represents the wavelength of rail corrugation, which is calculated by the train speed and the frequency of the noise inside the carriage.

[0146] For the curve sections with severe rail corrugation on the urban rail express line, it is feasible to operate trains with different running speeds in actual operation to suppress the growth of rail corrugation. Based on the existing theoretical research results, the running speed of different trains in the corrugation-sensitive section is only adjusted by 10-20%, and the growth rate of rail corrugation is significantly reduced. This can meet the requirements of train signal dispatching in engineering practice.

[0147] The above is only a preferred embodiment of the present invention and does not limit the present invention in any way. Any technician in the relevant technical field, without departing from the scope of the technical solution of the present invention, makes any form of equivalent replacement or modification to the technical solution and technical content disclosed in the present invention, which does not depart from the content of the technical solution of the present invention and still falls within the protection scope of the present invention.

Claims

1. A rail corrugation control method for rail transit curve sections based on dynamic speed control, characterized in that: The following steps are involved: Step 1: Obtain the wear interference elimination principle of the rail tread in the curved section; Step 2: Determine the optimal theoretical speed control scheme FL, which specifically includes: Step 2A, establishing a wide-band dynamic interaction model of the vehicle-ballastless track system, and inputting the initial roughness of the on-site rail before opening and operation; Step 2B, input the passing speed of the curved rail section, and solve the wheel-rail contact state information; Step 2C: Calculate the rail roughness after wear evolution, specifically including: Based on the wheel-rail contact state information and the wear work model, the rail mass wear rate per unit area is calculated; Based on the rail mass wear rate per unit area, calculate the instantaneous wear depth of the rail tread; Based on the instantaneous wear depth, the rail roughness after wear evolution is calculated; Step 2D, comparing the rail roughness after wear evolution with the initial roughness to obtain the corrugation growth rate; Step 2E, calculate the theoretical wavelength BL of rail corrugation: compare the corrugation growth rates at different wavelengths, and the wavelength corresponding to the peak value is BL; Step 2F, based on the wear interference cancellation principle, formulate a passing speed control scheme F0 based on the curved rail; Step 2G, adjust the solution in F0, and execute steps 2B to 2D until the corrugation growth rate is minimum; Step 2H, output the speed control scheme corresponding to the minimum corrugation growth rate, that is, the optimal theoretical speed control scheme FL; Step 3: Determine the optimal actual passing speed control scheme F, which specifically includes: Step 3A, obtaining the actual wavelength BS of rail corrugation during operation; Step 3B, adjusting the relevant parameters of the vehicle-ballastless track system broadband dynamic interaction model, and executing steps 2B to 2E until BL is equal to BS; Step 3C, adjust the solution in FL and execute steps 2B to 2D until the corrugation growth rate is minimum; Step 3D, output the speed control scheme corresponding to the minimum corrugation growth rate, that is, the optimal actual speed control scheme FS; Step 4: Trains in operation period execute FS.

2. The rail corrugation control method for rail transit curve section based on dynamic speed control according to claim 1 is characterized in that: Step 1 specifically includes the following steps: Preliminary investigations have found that when a train passes through a curved rail section at a speed of under-cant or over-cant, the wheel-rail contact is in a large creep state in the over-cant state, which makes the rail tread wear phase inconsistent with that in the under-cant state, including showing an anti-phase, which constitutes a prerequisite for interference destructiveness. Based on this, the principle of interference cancellation of rail tread corrugation at different train speeds on curved rails was discovered.

3. The rail corrugation control method for rail transit curve section based on dynamic speed control according to claim 1 is characterized in that: Between step 2E and step 2F, the following steps are also included: Adjust the relevant parameters of the broadband dynamic interaction model of the vehicle-ballastless track system, and execute steps 2B to 2E until BL is equal to the wavelength B0 of the rail corrugation; B0 is the actual wavelength of rail corrugation on existing rail transit lines that have been put into operation; The passing speed of the curved rail section in step 2B is equal to the design operating speed of the rail transit line.

4. The rail corrugation control method for rail transit curve section based on dynamic speed control according to claim 3 is characterized in that: Use the corrugation detection trolley to obtain B0.

5. According to the rail corrugation control method for rail transit curve section based on dynamic speed control in claim 1, the F0 comprises: Two different passing speeds: the super-elevated operating speed and the normal operating speed, and the proportion of train runs corresponding to different passing speeds; Among them, the proportion of number of train runs = the number of train runs under superelevation in one day / the total number of train runs under normal operating conditions.

6. According to the rail corrugation control method for rail transit curve section based on dynamic speed control in claim 1, step 2C and step 2D specifically include: Z n (x)=Z n-1 (x)-RΔz(x);n≥1 in, -Rail mass wear rate per unit area; wear-wear; C w - wear proportionality coefficient, a known quantity; C-coefficient; w-wear; E wear - wear power; E-power; A c - Area of ​​wheel-rail contact patch; A-area; c-contact; V c - The passing speed of the curved rail section; ρ-density of curved rail material; Δt-the time taken by the wheel-rail contact patch to pass through a point on the rail tread; Δz k (x) - instantaneous wear depth of the rail tread when the kth wheelset of the vehicle passes; x- represents the mileage of the rail transit line along the rails; a-semi-axis length of the contact spot; Δz(x)-the accumulated wear depth of the rail tread after different wheel sets of vehicles pass through; Z n (x)-Rail tread roughness after the nth wear iteration calculation; Z n-1 (x) - rail tread roughness after the n-1th wear iteration calculation; R-magnification factor; G cor -corrugation growth rate; G-growth rate; cor-rail corrugation wear; λ cor - Wavelength of rail tread roughness; -Amplitude of the linear autopower spectrum of rail tread roughness after wear iteration; - the amplitude of the linear autopower spectrum of the initial roughness of the rail; n-the cumulative number of wear iterations; k - wheelset number.

7. According to the rail corrugation control method for rail transit curve section based on dynamic speed control in claim 1, the BS in step 3 specifically comprises the following steps of obtaining: The noise signal data inside the car is obtained by detection, and the noise frequency f is obtained by combining the time-frequency analysis method; BS is calculated by the train speed v and the noise frequency f inside the carriage. The calculation formula is: v = BS·f.

8. According to the rail corrugation control method for rail transit curve section based on dynamic speed control in claim 1, the initial roughness acquisition step in step 2A specifically comprises: Before the operation is put into operation, a corrugation inspection car is used to measure the roughness of the rails in the curved section, which is used as the initial roughness of the rails.

9. According to the rail corrugation control method for rail transit curve section based on dynamic speed control in claim 1, the relevant parameters in step 3B include: Vehicle parameters: geometric dimensions and mass of the vehicle body, bogie, and wheelset components; Track parameters: type, geometric dimensions, stiffness, and mass of track rails, fasteners, and ballast beds; operating conditions: curve radius, superelevation value, and operating speed parameters.

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