Railway traffic curve section rail corrugation control method based on speed dynamic regulation

Abstract

The application provides a rail transit curve section rail corrugation control method based on speed dynamic regulation, which comprises three stages of rail corrugation evolution theory simulation, train curve passing speed regulation based on minimum corrugation growth rate and speed regulation operation period dynamic optimization based on the detection results of the noise in the carriage. Based on the discovered interference cancellation principle of the curve section rail tread corrugation under different passing speeds, the speed regulation scheme can avoid the accumulation of the wear of the rail corrugation with the same wavelength, so that the rail corrugation always maintains a low growth rate in the whole life cycle, and lays a foundation for long-term management of the rail corrugation engineering problem and improvement of the intelligent operation and maintenance level of the rail transit.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of high-speed railway and urban rail transit wheel-rail relationship improvement, and particularly provides a rail transit curve section rail corrugation control method based on speed dynamic regulation. BACKGROUND

[0002] The urban rail rapid line is a new type of rapid rail transit mode providing fast, large capacity and public transport services for commuting. Compared with the urban rail general line, the running speed is significantly improved (the maximum running speed is 120 kilometers per hour), and the safety maintenance and repair is more stringent. In order to maximize the layout requirements of the existing city layout on the line plane, the urban rapid line usually presents the characteristics of large curve ratio and small curve radius. For example, the curve track of a certain subway line accounts for 30%-50% of the total line mileage. The wheel-rail contact relationship of the vehicle in the curve section is more complex, and has always been the weak section of the subway maintenance and repair department.

[0003] Field research shows that the curve section is prone to form serious rail corrugation disease, which significantly aggravates the dynamic interaction of wheel and rail, reduces the safety and comfort of driving, and is the main cause of the breakage of fastening strip, T-shaped bolt root and vehicle noise overrun. For example, a certain line of the subway curve section shows a more serious rail corrugation disease, and more than 90% of the rail corrugation occurs in the curve section, with a wave depth of 0.01mm to 0.15mm, and a wavelength of 20-50mm. It can be inferred that the curve section rail (curve section rail) corrugation disease is one of the bottleneck factors of rail transit safety and green operation. Long-term control of rail corrugation in the curve section has important research significance and value for relieving wheel-rail wear and noise, reducing maintenance and repair workload, reducing operation and maintenance cost, and improving the safety and comfort of the whole line.

[0004] In order to ensure the safety of subway vehicle operation, it is urgent to carry out rail corrugation management and maintenance in the curve section.

[0005] There have been rich researches on the formation and evolution mechanism of rail corrugation, and suggestions for corrugation control are proposed from the aspects of improving structural vibration characteristics and rail grinding. However, the measures to improve the structural vibration characteristics by changing the structural mechanics parameters and structural geometric dimensions are difficult to be implemented in the engineering practice due to the large amount of engineering maintenance for the already opened operation line.

[0006] Moreover, although the measures to improve the structural vibration characteristics avoid one kind of resonance, the dense track structure modal may cause another new resonance problem, and finally evolve into another type of corrugation.

[0007] Rail grinding is a passive management measure, and the maintenance cost is high.

[0008] Therefore, it is necessary to provide a method for long-term control of rail corrugation, which is simple to implement in engineering. SUMMARY

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

[0010] The current "Metro Design Specification" GB50157 in China requires that the unbalanced super-elevation allowance of the curve section should not be greater than 61mm. Under this unbalanced super-elevation allowance, there is a large safety and comfort interval for the operation speed of the train passing through the curve, and appropriate adjustment of the curve passing speed will not affect the safe and comfortable operation of the train.

[0011] When the train passes through the curve section at different speeds, the contact state of the wheel and rail will form over-elevation, under-elevation and different stick-slip states. Research shows that the rail tread wear phase is different even in reverse under different train passing speeds, showing interference cancellation phenomenon.

[0012] The present application is based on a curve section of rail, which aims to meet the curve under-elevation and over-elevation and the allowable range of train signal scheduling. A train operation strategy regulation scheme for long-term control of rail corrugation is theoretically proposed, and the combination of different train passing speeds of the curve section rail (such as the size of the over-elevation operation speed and the normal operation speed of the two different passing speeds, and the proportion of the number of times of different passing speeds) is determined to minimize the growth rate of rail corrugation. The main invention points are as follows:

[0013] The rail corrugation control method for rail transit curve sections based on speed dynamic regulation comprises three stages: rail corrugation evolution theoretical simulation, train curve passing speed regulation based on minimum corrugation growth rate, and speed regulation operation period dynamic optimization based on the detection results of the noise in the car.

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

[0015] Based on the metro and high-speed train vehicle-track coupling dynamics theory, a wideband dynamic interaction model of the vehicle-unsprung track system is constructed to obtain the wheel-rail contact state information (wear power, contact patch area, etc.). On this basis, the corrugation growth rate is proposed to measure the analysis index of corrugation evolution. The analysis process considers the accumulation and coherent influence of multiple wheel-rail wear and the wideband coupling vibration characteristics of the vehicle-track.

[0016] The solving process of the corrugation growth rate is as follows:

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

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

[0019] Solve the roughness of the steel rail after wear evolution;

[0020] Compare the initial and worn roughness of the steel rail to evaluate the growth or weakening of the steel rail corrugation of different wavelengths.

[0021] Speed control scheme, that is, to avoid the accumulation of the same wavelength of rail corrugation and the interference cancellation of different wavelength corrugation by using different passing speed strategies on curves. The speed control scheme for curve passing (such as the size of different trains passing on curve rails and the proportion of the number of times of different passing speed trains on curve rails) is determined. Specifically:

[0022] On the basis of meeting the curve under-elevation and over-elevation limit values and within the range allowed by train signal scheduling, analyze the evolution characteristics and laws of rail corrugation under different passing speed sizes and proportions on curve sections, and propose a train combination operation mode with different passing speeds on curve rails with the minimum rail corrugation growth rate as the target. Specifically, it includes the size of different trains passing on curve rails and the proportion of the number of times of different passing speed trains on curve rails, which provides suggestions and operation schemes for train signal scheduling. For the convenience of operation scheduling, the trains passing the curve in the over-elevation state can be arranged in the last few trips of the day.

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

[0024] The number of times of operation is equal to the number of times of assigning non-zero values to the passing speed. That is, when the passing speed is greater than 0, the simulation software runs once, and the number of times of operation increases once.

[0025] Speed control operation period dynamic optimization, that is, according to the field test results of rail corrugation under the speed scheme, real-time dynamic optimization of the speed control scheme is carried out, so that the rail corrugation growth rate remains at a low level throughout the life cycle. Specifically:

[0026] According to the characteristic parameters (wavelength, wave depth) of rail corrugation under different curve passing speeds, real-time dynamic adjustment of the speed control scheme that meets the minimum corrugation growth rate is carried out, so that the rail corrugation growth rate remains at a low level throughout the life cycle, and long-term control of rail corrugation is realized.

[0027] Long-term management of subway rail corrugation also needs to rely on efficient detection methods for rail corrugation characteristic parameters.

[0028] In order to meet the efficient detection requirement, the rail corrugation characteristic parameters are identified by means of time-frequency analysis and deep learning algorithm based on the interior noise signal of the carriage.

[0029] Compared with the prior art, the present application has the following advantages:

[0030] The method mainly includes three stages of rail corrugation evolution theory simulation, train curve passing speed regulation based on minimum corrugation growth rate and speed regulation operation period dynamic optimization based on the detection result of the interior noise of the carriage. The proposed speed regulation scheme can avoid the accumulation of the wear of the same wavelength of the rail corrugation, so that the rail corrugation keeps a low growth rate in the whole life cycle, and lays a foundation for long-term management of the rail corrugation engineering problem and improvement of the intelligent operation and maintenance level of the rail transit system. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 A flowchart of the rail corrugation control method for the curve section of the rail transit based on speed dynamic regulation is shown in the figure.

[0032] Figure 2 Rail tread wear (corrugation) interference cancellation principle under different curve passing speeds;

[0033] Figure 3 A train speed regulation scheme based on the wear interference cancellation principle is shown in the figure.

[0034] Figure 4 A wideband dynamic interaction model of the vehicle-ballastless track system is shown in the figure.

[0035] Figure 5 A rail corrugation evolution theory simulation flowchart is shown in the figure.

[0036] Figure 6 Rail corrugation growth rate results under the curve passing speed regulation are shown in the figure.

[0037] Figure 7 A time-frequency diagram of the interior noise of the carriage is shown in the figure. DETAILED DESCRIPTION

[0038] The rail corrugation control method for the curve section of the rail transit based on speed dynamic regulation will be described in more detail below with reference to the accompanying drawings, in which a preferred embodiment of the present application is shown, and it should be understood that those skilled in the art can modify the present application described herein while still achieving the advantageous effects of the present application. Therefore, the following description should be understood as extensive knowledge for those skilled in the art, and not as a limitation on the present application.

[0039] The embodiment aims to meet the range of train signal scheduling and theoretically propose a new scheme for long-term control of rail corrugation, provide a new idea for the management of rail corrugation, accurately find the combination of different train curve passing speeds (such as the size of different train curve passing speeds and the proportion of different curve passing speed trains) that minimizes the growth rate of rail corrugation, and lay a foundation for the cross-fusion of different professions of rail transit system and the intelligent operation and maintenance level, and the intelligent and green development of rail transit.

[0040] At present, the running speeds of trains in the same interval of most urban rail systems are completely the same, and the corrugation wavelengths caused by each train are consistent, which will cause the accumulation of the same wavelength of rail corrugation and aggravate the rail corrugation disease.

[0041] In fact, the significant wavelengths of rail corrugation under different vehicle operating speeds are inconsistent, and if different running speed strategies are adopted in curve sections, the accumulation of the same wavelength of rail corrugation can be avoided (such as Figure 2 ), so that the rail wear interference under different operating speeds is canceled out, that is, the operating vehicle plays the role of a rail grinding vehicle, thereby inhibiting the growth rate of rail corrugation.

[0042] A rail transit curve section rail corrugation control method based on speed dynamic regulation, comprising the following steps:

[0043] Step 1, obtain the rail tread wear interference cancellation principle in the curve section, that is, the corrugation interference cancellation principle.

[0044] Through preliminary research, it is found that when the train passes the curve section rail at an under- or over- superhigh state, the wheel-rail contact is in a large creep state when the train passes the curve section rail at an over- superhigh state, which makes the rail tread wear phase inconsistent with the under- superhigh state, including showing an opposite phase, which constitutes a prerequisite for interference cancellation.

[0045] Based on this, the rail tread wear (corrugation) interference cancellation principle under different train passing speeds on the curve section rail is found.

[0046] When the train passing speed on the curve section rail is higher than the speed required for the balance of centrifugal force, the corresponding state is an under- superhigh speed state.

[0047] When the train passing speed on the curve section rail is lower than the speed required for the balance of centrifugal force, the corresponding state is an over- superhigh speed state.

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

[0049] The movement of the wheel on the rail is not a pure static friction state, but a state of "rolling with slip", 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, determining the optimal theoretical speed control scheme FL, specifically comprising:

[0051] Step 2A, establishing a wide-frequency dynamic interaction model of the vehicle-ballastless track system, and inputting the initial roughness of the field rail before opening operation, that is, the roughness Z0(x) measured by the rail roughness detection trolley.

[0052] Before opening operation, the roughness of the curved section rail is measured by the rail roughness detection trolley, which is used as the initial roughness (initial wear depth) of the rail. Among them, the rail roughness of the curved section measured by the rail roughness detection trolley belongs to the prior art.

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

[0054] Step 2C, calculating the roughness of the rail after wear evolution, specifically comprising:

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

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

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

[0058] Step 2D, comparing the roughness of the rail after wear evolution and the initial roughness to obtain the rail roughness growth rate.

[0059] Step 2C and Step 2D specifically comprise:

[0060]

[0061] Z n (x)=Z n-1 (x)-RΔz(x);n≥1

[0062]

[0063] Wherein, - mass wear rate of unit area of rail; wear- wear;

[0064] C w - wear proportion coefficient, which is a known quantity; C- coefficient; w- wear;

[0065] Ewear - abrasion power, by Figure 4 simulation model output; E - power;

[0066] A c - area of wheel-rail contact patch, by Figure 4 simulation model output; A - area; c - contact;

[0067] a - half axis length of contact patch, as Figure 5 shown, half axis length of long axis, by Figure 4 simulation model output;

[0068] V c - passing speed of curved rail, as control value;

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

[0070] ρ - material density of curved rail, as known value;

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

[0072] k - number of wheelset;

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

[0074] Δz(x) - cumulative abrasion depth of rail tread after different wheelsets of vehicle pass;

[0075] R - amplification factor;

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

[0077] Z n (x) - roughness of rail tread after nth iteration of abrasion calculation;

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

[0079] n - cumulative number of iterations of abrasion, shown by finite element software;

[0080] APL - represents linear auto power spectrum (AutoPower Linear) transformation thereof;

[0081] - amplitude of linear auto power spectrum of roughness of rail tread after abrasion iteration;

[0082] - amplitude of linear auto-power spectrum of initial roughness of rail;

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

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

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

[0086] As shown in the following figure, the peak value of corrugation growth rate corresponds to the wavelength BL. Figure 6

[0087] According to the formula: the peak value of corrugation growth rate is the maximum growth rate, and the corresponding wavelength is considered as the theoretical wavelength BL of rail corrugation.

[0088] Step 2F, based on the principle of wear interference cancellation, a passing speed regulation scheme F0 based on curved rail is developed;

[0089] F0 includes two types of passing speeds: superelevation large creep operation speed (superelevation speed) and normal operation speed, and the proportion of the number of departures corresponding to different passing speeds.

[0090] Wherein, the proportion of the number of departures = the number of departures of trains under superelevation in one day / the total number of departures of trains under normal operation conditions. Normal operation conditions refer to operation under sub-elevation state or operation under balanced superelevation state.

[0091] Balanced superelevation state refers to the speed passing through the curved rail is equal to the speed required by the balanced centrifugal force, corresponding to the speed state.

[0092] Preferably, the trains passing through the curve under the superelevation state can be arranged in the last few trips of the day for convenient operation scheduling.

[0093] Step 2G, adjusting the scheme in F0 and executing steps 2B-2D until the corrugation growth rate is minimized.

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

[0095] Step 3, determining the optimal actual passing speed regulation scheme F, specifically including:

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

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

[0098] The relevant parameters include:

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

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

[0101] Operating conditions: curve radii, superelevation values and operating speed parameters.

[0102] Step 3C, adjust the scheme in FL, and perform steps 2B-2D until the corrugation growth rate is minimum;

[0103] Step 3D, output the speed regulation scheme corresponding to the minimum corrugation growth rate, i.e. the optimal actual speed regulation scheme FS;

[0104] Step 4, the train in the operation period performs FS.

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

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

[0107] B0 is the actual wavelength of the rail corrugation in the field of the existing open operation rail transit line (with the same parameters as the vehicle, track type and operating speed of the new line).

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

[0109] As shown in the following Figure 1 The method includes three parts: rail corrugation evolution theory simulation, speed regulation scheme determination based on the minimum corrugation growth rate, and dynamic optimization of speed regulation based on the on-board noise detection results in the operation period.

[0110] Existing urban rail transit operation strategies include mixed express and local train operation strategies (such as Chongqing Metro Line 10), branch line operation strategies (such as Shanghai Metro Line 10), and dynamic adjustment of train operation intervals during off-peak hours. With the development of intelligent rail transit, the precise and dynamic control of train speed through signal dispatching systems is becoming increasingly mature, making the dynamic control scheme for the speed of urban rail express lines through curves in this embodiment possible. By dynamically controlling the train speed (the speed of the rails through curves), the under-superelevation or over-superelevation state of the train through the curve is changed, allowing operating vehicles at specific speeds to act as rail grinding vehicles, suppressing the formation of rail corrugation.

[0111] Figure 2 This illustrates the principle of canceling interference in rail tread wear under different travel speeds along a curve.

[0112] Destructive interference is a classic phenomenon in wave dynamics. For example, optical destructive interference can lead to a decrease in light intensity, while acoustic destructive interference can achieve sound noise reduction.

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

[0114] Figure 2 Research has found that when trains pass through curved sections with under-superelevation or over-superelevation, the large creep in wheel-rail contact during over-superelevation causes the rail tread wear phase to be inconsistent with, or even out of phase with, the under-superelevation state, constituting a prerequisite for interference cancellation. Based on this, the principle of rail tread wear interference cancellation under 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's 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] The main focus is on the characteristic parameters of rail corrugation, to determine the speed control scheme that makes the wear reduction most significant (with the smallest corrugation growth rate), and to avoid the accumulation of the same wavelength of rail corrugation.

[0118] Specifically, based on Figure 2 The principle of wear interference cancellation allows trains passing through curves under superelevation conditions to act as rail grinding vehicles. Train speed control includes controlling the passing speed of two types of trains: those passing through curves under superelevation conditions and those operating normally. It also controls the proportion of trains operating at different speeds (i.e., the ratio of the number of trains operating under superelevation conditions to the total number of trains operating normally).

[0119] Figure 4Based on the existing vehicle-track coupling dynamics theory, the refined mechanical characteristics of key components of vehicle or track system, the non-Hertz contact action between wheel and rail, the influence of vehicle modal, track modal and the new modal formed by vehicle and track coupling, the wideband dynamic interaction model of vehicle-unpaved track system is constructed, which provides the basis for rail corrugation evolution analysis.

[0120] Figure 5 The simulation process of rail corrugation evolution theory is shown. 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 first car and the last car, the long-term impact of the whole train on the rail can be regarded as the repeated action of the adjacent bogies of the front and rear vehicles on the rail.

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

[0123] The analysis process considers the cumulative effect of multiple wheel-rail wear.

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

[0125] 1) The roughness of the rail tread before opening operation is measured by the corrugation detection trolley (existing technology), which is input into the wideband dynamic interaction model of vehicle-unpaved track system as the initial roughness of the rail, and the wear power and other dynamic contact information of wheel and rail are calculated under the initial roughness of the rail.

[0126] 2) Based on the friction power wear model, the instantaneous wear depth of the rail tread along the longitudinal direction of the rail is calculated.

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

[0128]

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

[0130]

[0131] The instantaneous wear depth Δz k (x) of the rail tread at a certain mileage x produced by the train passing through the curve section can be expressed as formula (3).

[0132] ​The instantaneous wear depth Δz(x) generated by a plurality of wheelsets rolling over a steel rail tread is the accumulation of the instantaneous wear depth after each wheelset rolls over the same mileage of the steel rail tread, as shown in equation (4).

[0133] The wear of the tread of the steel rail is extremely small each time the wheel rolls over it. To improve the calculation efficiency, the instantaneous wear depth is enlarged by a magnification factor R, and then the roughness of the steel rail Z n (x) after n times of wear evolution (step 2B is executed n times) is

[0134] By comparing the roughness of the initial and worn steel rail, the growth or weakening of the corrugation of different wavelengths is evaluated, and a corrugation growth rate analysis index G is proposed cor .

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

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

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

[0138] wherein, represents the amplitude of the linear auto-power spectrum of the roughness of the steel rail tread after wear iteration, which is obtained by using the Fourier transform method on Z n (x).

[0139] represents the amplitude of the linear auto-power spectrum of the initial roughness of the steel rail tread;

[0140] Figure 6 The simulation results of the corrugation growth rate of the steel rail under the speed regulation of the curve are shown in the following table.

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

[0142] The corrugation growth rates of long and short wavelengths are significantly reduced, indicating that the corrugation growth rate of only running a single speed on the same line section is significantly reduced compared to running two speeds of trains in combination. It can be inferred that mixed operation (combined running) of trains of different running speed modes can avoid the accumulation of the same wavelength of the steel rail corrugation, and thus slow down the formation of the steel rail corrugation.

[0143] v = BS f (8)

[0144] Figure 7 represents the time-frequency diagram of the interior noise of the carriage. To efficiently detect the demand, the interior noise signal of the carriage is detected, and the time-frequency analysis method or deep learning algorithm is used to identify the characteristic parameters of the steel rail corrugation.

[0145] Figure 7 The middle abscissa represents the rail mileage, and the ordinate represents the rail corrugation wavelength, which is obtained by calculating the train speed and the noise frequency inside the carriage.

[0146] For the curve section of the urban rail transit line with serious rail corrugation, it is feasible to run trains at different speeds to suppress the growth of rail corrugation in actual operation. Based on the existing theoretical research results, the different train speeds of the corrugation sensitive section only regulate 10-20%, and the growth rate of rail corrugation is significantly reduced. This can meet the requirements of train signal scheduling in engineering practice.

[0147] The above are only preferred embodiments of the present application, and do not play any limiting role on the present application. Any person skilled in the art can make any form of equivalent replacement or modification of the technical solutions and technical contents disclosed by the present application without departing from the scope of the technical solutions of the present application, and still belongs to the protection scope of the present application.

Claims

1. A rail transit curve section rail corrugation control method based on speed dynamic regulation, characterized in that, The method comprises the following steps: Step 1, obtaining the wear interference cancellation principle of the rail tread of the curved section; Step 2, determining an optimal theoretical speed regulation scheme FL, specifically comprising: Step 2A, establishing a wideband dynamic interaction model of a vehicle-ballastless track system and inputting the initial roughness of the on-site rail before opening operation; Step 2B, inputting the passing speed of the curved section rail, and solving the wheel-rail contact state information; Step 2C, calculating the roughness of the rail after wear evolution, specifically comprising: Based on the wheel-rail contact state information and the wear power model, the mass wear rate per unit area of the rail is calculated; Based on the mass wear rate per unit area of the rail, the instantaneous wear depth of the rail tread is calculated; Based on the instantaneous wear depth, the roughness of the rail after wear evolution is calculated; Step 2D, comparing the roughness of the rail after wear evolution and the initial roughness to obtain the corrugation growth rate; Step 2E, calculating the theoretical wavelength BL of the rail corrugation: comparing the corrugation growth rates under different wavelengths, and the wavelength corresponding to the peak value is the BL; Step 2F, based on the wear interference cancellation principle, developing a passing speed regulation scheme F0 based on the curved section rail; Step 2G, adjusting the scheme in F0 and executing steps 2B-2D until the corrugation growth rate is minimum; Step 2H, outputting the speed regulation scheme corresponding to the minimum corrugation growth rate, which is the optimal theoretical passing speed regulation scheme FL; Step 3, determining an optimal actual passing speed regulation scheme F, specifically comprising: Step 3A, obtaining the actual wavelength BS of the rail corrugation during operation; Step 3B, adjusting the relevant parameters of the wideband dynamic interaction model of the vehicle-ballastless track system and executing steps 2B-2E until BL equals BS; Step 3C, adjusting the scheme in FL and executing steps 2B-2D until the corrugation growth rate is minimum; Step 3D, outputting the speed regulation scheme corresponding to the minimum corrugation growth rate, which is the optimal actual speed regulation scheme FS; Step 4, the train during operation executes FS.

2. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, characterized in that, Step 1 specifically comprises the following steps: Through preliminary research, it is found that when the train passes the curved section rail at an under-gauge or over-gauge speed, the wheel-rail contact is in a large creep state when passing at an over-gauge speed, which makes the rail tread wear phase inconsistent with that at an under-gauge speed, including showing an opposite phase, constituting a prerequisite for interference cancellation; Based on this, the rail tread corrugation interference cancellation principle under different train passing speeds on the curved section rail is found.

3. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, characterized in that, Between steps 2E and 2F, the following steps are also included: Adjust the relevant parameters of the wideband dynamic interaction model of the vehicle-ballastless track system and execute steps 2B-2E until BL equals the wavelength B0 of the rail corrugation; B0 is the actual wavelength of the rail corrugation on the existing opened track transportation line site; The passing speed of the curved section rail in step 2B is equal to the designed operation speed of the track transportation line.

4. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 3, characterized in that, B0 is obtained by a corrugation detection trolley.

5. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, wherein the F0 comprises: Two types of different passing speeds, over-gauge operation speed and normal operation speed, and different proportions of running times corresponding to different passing speeds; Wherein, the proportion of running times = the number of train running times under over-gauge to the total number of train running times under normal operation conditions in one day.

6. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, wherein the step 2C and the step 2D specifically comprise: ； ； ； ； ； ； wherein - rate of mass wear per unit of rail; - wear; - a wear proportionality coefficient, which is a known quantity; - a coefficient; - wear; - abrasion power; - power; - the area of the wheel-rail contact patch; - the area; - contact; - the speed of passage of the curved section of rail; - the density of the material of the curved rail section; - the time used by the wheel-rail contact patch to pass over a point on the rail tread; - the instantaneous rail tread wear depth as a vehicle passes over a wheel pair k - the instantaneous rail tread wear depth as a vehicle passes over a wheel pair - represents the mileage of the rail transit line along the steel rail; - the half-axis length of the contact patch; - Cumulative wear depth of the different wheelsets of the vehicle through the tread of the rear rail; - roughness of the rail head after the wear iteration calculation n the first - initial roughness of the rail head; - Abrasion iteration calculation 1 n- 1st roughness of the rail tread - amplification factor; - wave growth rate; - growth rate; - rail corrugation growth; - wavelength of the rail head roughness; - amplitude of the linear auto-power spectrum of the rail head roughness after the wear iteration; - the amplitude of the linear auto-power spectrum of the initial roughness of the rail; - the number of cumulative iterations of the wear iteration; - the number of the wheelset; APL - linear auto-power spectrum transformation is performed thereon.

7. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, wherein the BS in the step 3 specifically comprises the following steps: The noise frequency is obtained by combining time-frequency analysis method based on the obtained noise signal data in the vehicle compartment ; By train speed and car interior noise frequency The BS is calculated by the formula: 。 8. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, wherein the initial roughness in the step 2A specifically comprises the following steps: Before the opening operation, the rail roughness of the curve section is measured by using the corrugation detection trolley, which is used as the initial roughness of the rail.

9. The rail transit curve section rail corrugation control method based on speed dynamic regulation according to claim 1, wherein the related parameters in the step 3B comprise: Vehicle parameters: geometric dimensions, mass of the car body, bogie and wheelset components; Track parameters: types, geometric dimensions, stiffness and mass of the rail, fastener and track bed; Operation conditions: curve radius, superelevation value and operation speed parameters.

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