A design and analysis method for rail vehicle jumper connection

Abstract

The present invention belongs to the technical field of jumper wire design, and specifically discloses a rail vehicle jumper wire design and analysis method, comprising: monitoring electrical information and environmental information of a rail vehicle contact network in each monitoring area, analyzing the electrical coefficient of the rail vehicle jumper wire, and monitoring mechanical information of the rail vehicle line in each monitoring area, analyzing the mechanical coefficient of the rail vehicle jumper wire, thereby confirming the jumper wire type of the rail vehicle jumper wire and performing corresponding feedback; the present invention analyzes the electrical coefficient of the rail vehicle jumper wire according to the electrical information and environmental information of the rail vehicle contact network in each monitoring area, thereby reducing the leakage risk of the rail vehicle jumper wire, and at the same time analyzes the mechanical coefficient of the rail vehicle jumper wire according to the mechanical information of the rail vehicle line in each monitoring area, thereby reducing the fatigue damage risk of the rail vehicle jumper wire, thereby ensuring the connection reliability of the rail vehicle jumper wire.

Description

Technical Field

[0001] The invention belongs to the technical field of jumper wire design and relates to a rail vehicle jumper wire design and analysis method. Background Art

[0002] The rail vehicle jumper wire is an important line connecting the rail vehicle and the contact network system. Its main function is to transmit the electrical energy in the contact network system to the rail vehicle, providing power for various on-board electrical equipment such as the vehicle's traction system, lighting system, air conditioning system, etc.

[0003] For example, the Chinese invention patent with publication number CN117709031A discloses a method for designing a jumper cable for urban rail transit and a simulation device used therein, which can provide a jumper cable suitable for different line conditions, vehicle conditions and cable properties. The urban rail transit vehicle simulation device includes a measuring base, an alarm device, an output device, an input device, a height limit adjustment plate, a projection measurement device, a controller, a wire drawer, a mobile clamp, a vertical movement module, a horizontal movement module, a grating ruler, a fixed clamp, and a clamp angle adjustment head. By calculating the maximum and minimum spacing between the fixed points of the jumper cables at the vehicle end, the urban rail transit vehicle simulation device is used to simulate the maximum and minimum lengths of the jumper cables of the urban rail transit vehicle on the minimum turning radius line. By measuring the maximum and minimum lengths of the jumper cables, the setting range of the actual jumper cable length is determined. The present invention has strong applicability, a simple operation process, and low investment cost in the actual design process.

[0004] For example, the Chinese invention patent with publication number CN106096156A discloses a method for measuring the length of a jumper cable based on the CATIA software environment. This method uses CATIA software to create a jumper cable length measurement model to achieve a rapid positive solution to the length of the jumper cable, including modeling, relationship constraints, operation, and recording. This method can effectively solve the problem of the difficulty in obtaining the correct solution and extreme position data of the jumper cable through the simplified modeling of CATIA software. It can intuitively, accurately, and quickly solve the length of the jumper cable, and can automatically measure the maximum and minimum length of the jumper cable of the vehicle under multiple complex working conditions. The measured working conditions include the minimum curve, S-bend line, empty spring fault, maximum lateral displacement of the bogie, reverse fault of two cars, and same-direction fault, and can be analyzed according to the different outlet positions of the junction box. By performing specific calibration, a data image of the extreme position can be obtained.

[0005] The above existing technologies have the following deficiencies: 1. Currently, the setting range of the actual jumper cable length is designed only based on the maximum length and minimum length of the jumper cable, and the jumper cable type is not designed by considering electrical information, which cannot guarantee the electrical performance of the jumper cable, thereby increasing the risk of leakage of the jumper cable. At the same time, the electrical performance stability of the jumper cable cannot be guaranteed, thereby increasing the failure probability of the jumper cable and the electrical equipment connected to it, and affecting the normal operation efficiency of the rail vehicle.

[0006] 2. Currently, the length of the jumper cable is designed only based on the maximum and minimum lengths of the jumper cable under multiple complex working conditions of the vehicle. The jumper cable type is not designed by considering mechanical information, which increases the risk of fatigue damage to the jumper cable, thereby reducing the reliability of the jumper cable connection, thereby increasing the wear of the jumper cable and increasing the probability of subsequent jumper cable failure. Summary of the invention

[0007] In view of this, in order to solve the problems raised in the above background technology, a design and analysis method for rail vehicle jumper wires is now proposed.

[0008] The purpose of the present invention can be achieved through the following technical solutions: The present invention provides a rail vehicle jumper line design and analysis method, including: step one, rail monitoring area division: extracting the travel path of the rail vehicle line, and then dividing the travel path of the rail vehicle line into various monitoring areas according to the set spacing.

[0009] Step 2: Rail vehicle electrical monitoring: monitor the electrical information and environmental information of the rail vehicle contact network in each monitoring area. The electrical information includes current, voltage and electromagnetic interference intensity, and the environmental information includes temperature, humidity and corrosive gas concentration.

[0010] Step 3: Rail vehicle electrical analysis: Analyze the electrical coefficients of the rail vehicle jumper wires based on the electrical information and environmental information of the rail vehicle contact network in each monitoring area.

[0011] Step 4: Mechanical monitoring of rail vehicles: monitor the mechanical information of rail vehicle lines in each monitoring area, including the length and amplitude of each uneven line segment, the number of curved line segments and the curvature radius of each curved line segment.

[0012] Step 5: Mechanical analysis of rail vehicles: Analyze the mechanical coefficients of rail vehicle jumper wires based on the mechanical information of the rail vehicle line in each monitoring area.

[0013] Step 6. Confirm the jumper wire of the rail vehicle: Confirm the jumper wire type of the rail vehicle jumper wire according to the electrical coefficient and mechanical coefficient of the rail vehicle jumper wire.

[0014] Step 7. Rail vehicle jumper wire feedback: According to the jumper wire type of each rail vehicle jumper wire, corresponding feedback is provided on the rail vehicle jumper wire design platform.

[0015] The beneficial effects of the present invention are as follows: (1) The present invention analyzes the electrical coefficients of the rail vehicle jumper wires according to the electrical information and environmental information of the rail vehicle contact network in each monitoring area, thereby avoiding the current shortcomings of not considering the electrical information in designing the jumper wire types, reducing the leakage risk of the rail vehicle jumper wires, and at the same time improving the electrical performance stability of the rail vehicle jumper wires, thereby reducing the failure probability of the rail vehicle jumper wires and the electrical equipment connected to them, thereby improving the normal operation efficiency of the rail vehicle.

[0016] (2) The present invention analyzes the mechanical coefficient of the rail vehicle jumper wire according to the mechanical information of the rail vehicle line in each monitoring area, thereby avoiding the current shortcomings of not considering the mechanical information in designing the jumper wire type, reducing the fatigue damage risk of the rail vehicle jumper wire, and thus ensuring the connection reliability of the rail vehicle jumper wire, thereby reducing the wear of the rail vehicle jumper wire and reducing the probability of subsequent failure of the rail vehicle jumper wire.

[0017] (3) The present invention analyzes the interference factor of the rail vehicle contact network, confirms the electrical coefficient of the rail vehicle jumper wire, improves the current control accuracy of the rail vehicle jumper wire, and ensures the voltage stability of the rail vehicle jumper wire, thereby improving the safety of the rail vehicle jumper wire, thereby improving the timeliness of subsequent rail vehicle jumper wire electrical fault prediction and prevention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for describing the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0019] Figure 1 It is a schematic diagram of the connection of each step of the method of the present invention.

[0020] Figure 2 It is a connection diagram of the electrical coefficient analysis step of the present invention.

[0021] Figure 3 It is a connection diagram of the mechanical coefficient analysis steps of the present invention. DETAILED DESCRIPTION

[0022] 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.

[0023] See also Figure 1 As shown, the present invention provides a rail vehicle jumper line design and analysis method, the method comprising: step one, rail monitoring area division: extracting the travel path of the rail vehicle line, and then dividing the travel path of the rail vehicle line into various monitoring areas according to set intervals.

[0024] Step 2: Rail vehicle electrical monitoring: monitor the electrical information and environmental information of the rail vehicle contact network in each monitoring area. The electrical information includes current, voltage and electromagnetic interference intensity, and the environmental information includes temperature, humidity and corrosive gas concentration.

[0025] It should be added that the current of the rail vehicle contact network in each monitoring area is monitored by a current transformer installed on the rail vehicle contact network, the voltage of the rail vehicle contact network in each monitoring area is monitored by a voltage transformer installed on the rail vehicle contact network, and the electromagnetic interference intensity of the rail vehicle contact network in each monitoring area is monitored by a magnetic field sensor installed on the rail vehicle contact network.

[0026] It should be added that the temperature and humidity of the rail vehicle contact network in each monitoring area are obtained in the following way: the rail vehicle contact network extracts the daily average temperature and daily average humidity from the temperature and humidity information of the meteorological station in the corresponding area of ​​each monitoring area, and uses them as the temperature and humidity of the rail vehicle contact network in each monitoring area.

[0027] It should be added that the method for obtaining the concentration of corrosive gas in each monitoring area of ​​the rail vehicle contact network is: it is obtained by monitoring the electrochemical gas sensor installed near the rail vehicle contact network. Its working principle is: using the electrochemical redox reaction, when the corrosive gas in the air such as sulfur dioxide, nitrogen oxides, hydrogen sulfide, etc. comes into contact with the working electrode of the sensor, a chemical reaction will occur to produce current or potential changes, and the concentration of the corrosive gas is determined by measuring these electrical signals. For example, for a sulfur dioxide sensor, sulfur dioxide is oxidized on the working electrode, and electrons flow to the counter electrode through an external circuit, thereby generating a current. The current size is proportional to the sulfur dioxide concentration. The sulfur dioxide concentration is obtained according to the current size, and then the average daily maximum corrosive gas concentration of the rail vehicle contact network in each monitoring area during the set monitoring time period is monitored according to the above-mentioned monitoring method, and used as the corrosive gas concentration of the rail vehicle contact network in each monitoring area.

[0028] Step 3: Rail vehicle electrical analysis: Analyze the electrical coefficients of the rail vehicle jumper wires based on the electrical information and environmental information of the rail vehicle contact network in each monitoring area.

[0029] See also Figure 2 As shown, for example, the analysis of the electrical coefficient of the rail vehicle jumper wire includes: Q1, according to the current of the rail vehicle contact network in each monitoring area, the current change coefficient of the rail vehicle contact network is calculated .

[0030] Furthermore, the statistical current variation coefficient of the rail vehicle contact network includes: Q1-1, recording the current of the rail vehicle contact network in each monitoring area as , is the monitoring area number, .

[0031] Q1-2. The average current of the contact network of the rail vehicle is obtained by averaging, which is recorded as .

[0032] Q1-3. Statistical current variation coefficient of rail vehicle contact network , , is the number of monitoring areas.

[0033] Q2. According to the voltage of the rail vehicle contact network in each monitoring area, the voltage change coefficient of the rail vehicle contact network is calculated .

[0034] Furthermore, the statistical voltage variation coefficient of the rail vehicle contact network includes: Q2-1, combining each monitoring area in the rail vehicle contact network with its next adjacent monitoring area in pairs to obtain each monitoring area group of the rail vehicle contact network.

[0035] Q2-2. Subtract the voltages in each monitoring area group in the rail vehicle contact network to obtain the voltage difference of each monitoring area group in the rail vehicle contact network, and calculate the absolute value of the voltage difference of each monitoring area group in the rail vehicle contact network to obtain the absolute value of the voltage difference of each monitoring area group in the rail vehicle contact network.

[0036] Q2-3. If the absolute value of the voltage difference of a monitoring area group in the rail vehicle contact network is greater than the set allowable voltage difference, the monitoring area group will be recorded as a voltage deviation monitoring area group.

[0037] Q2-4. Count the number of voltage deviation monitoring area groups and the number of monitoring area groups, and use the ratio of the number of voltage deviation monitoring area groups to the number of monitoring area groups as the voltage variation coefficient of the rail vehicle contact network, denoted as .

[0038] Q3. According to the electromagnetic interference intensity of the rail vehicle contact network in each monitoring area, the electromagnetic interference factor of the rail vehicle contact network is calculated. .

[0039] Furthermore, the statistical electromagnetic interference factor of the rail vehicle contact network includes: Q3-1, comparing the electromagnetic interference intensity of the rail vehicle contact network in each monitoring area with a set electromagnetic interference intensity threshold.

[0040] Q3-2. If the electromagnetic interference intensity of the rail vehicle contact network in a certain monitoring area is greater than the set electromagnetic interference intensity threshold, the monitoring area of ​​the rail vehicle contact network will be recorded as an electromagnetic interference abnormality monitoring area.

[0041] Q3-3. Count the number of electromagnetic interference abnormal monitoring areas, and use the ratio of the number of monitoring areas to the number of monitoring areas as the electromagnetic interference factor of the rail vehicle contact network, denoted as .

[0042] Q4. Count the environmental interference factors of the rail vehicle contact network based on the temperature, humidity and corrosive gas concentration in each monitoring area .

[0043] Furthermore, the statistical environmental interference factors of the rail vehicle contact network include: Q4-1, subtracting the temperature of the rail vehicle contact network in each monitoring area group to obtain the temperature difference of each monitoring area group in the rail vehicle contact network.

[0044] Q4-2. Compare the temperature difference of each monitoring area group in the rail vehicle contact network with the set temperature difference range.

[0045] Q4-3. If the temperature difference of a monitoring area group in the rail vehicle contact network is greater than the upper limit value of the set temperature difference interval, the ratio of the upper limit value of the set temperature difference interval to the temperature difference will be used as the temperature interference factor of the monitoring area group in the rail vehicle contact network.

[0046] Q4-4. If the temperature difference of a monitoring area group in the rail vehicle contact network is within the set temperature difference range, 0 is used as the temperature interference factor of the monitoring area group in the rail vehicle contact network.

[0047] Q4-5. If the temperature difference of a monitoring area group in the rail vehicle contact network is less than the lower limit of the set temperature difference interval, the ratio of the temperature difference to the lower limit of the set temperature difference interval is used as the temperature interference factor of the monitoring area group in the rail vehicle contact network, and then the temperature interference factor of each monitoring area group in the rail vehicle contact network is obtained and recorded as , is the monitoring area group number, .

[0048] Q4-6. The humidity and corrosive gas concentration of the rail vehicle contact network in each monitoring area group are subtracted to obtain the humidity difference and corrosive gas concentration difference of each monitoring area group in the rail vehicle contact network, and then according to The humidity interference factor and the corrosive gas concentration interference factor of each monitoring area group in the rail vehicle contact network are obtained by the same statistical method, which are recorded as and .

[0049] Q4-7. Statistical analysis of environmental interference factors for rail vehicle contact networks , , is the monitoring area group number, , and are the weights of the set temperature interference factor, humidity interference factor and corrosion gas concentration interference factor, respectively. , .

[0050] It should be added that temperature will affect the resistance of the contact network. Generally speaking, the resistance of metal will increase with the increase of temperature. According to the formula of resistance temperature coefficient (in is the resistance after temperature change, is the initial resistance, is the temperature coefficient of resistance, is the temperature change), temperature change will change the power transmission loss of the contact network, and temperature change may also affect the insulation performance of the contact network insulation material. High temperature may accelerate insulation aging, reduce insulation resistance, and increase leakage risk. Therefore, the weight of temperature interference factor is relatively high. Humidity mainly affects the insulation performance of the contact network. When the air humidity is high, the surface of the insulation material of the contact network may absorb moisture to form a conductive channel and reduce insulation resistance, which may cause leakage, increase power loss, and even cause short circuit faults. For example, in a humid environment, the dirt on the surface of the insulator is easily damp, which reduces the flashover voltage of the insulator and threatens the safety of the contact network. Full operation, but in actual environment, the impact of humidity on the contact network can usually be reduced by some protective measures (such as hydrophobic treatment of insulators, etc.), so the weight of humidity interference factor is lower than temperature interference factor, and corrosive gases (such as sulfur dioxide, hydrogen sulfide, etc.) will cause chemical corrosion to the metal parts of the contact network. This corrosion will form corrosion products on the metal surface, resulting in a decrease in the mechanical properties of the material, such as reducing the strength and toughness of the metal. For example, metal parts such as pillars and conductors of the contact network may rust and peel off on the surface in a high concentration of corrosive gas environment, affecting their service life. However, the impact of corrosive gases is usually localized. In some specific industrial pollution areas or near chemical parks, the concentration of corrosive gases may be high, but in most rail line environments, this impact is relatively small, so it is set , in order to facilitate analysis, The specific value can be 0.5. The specific value can be 0.3. The specific value can be 0.2.

[0051] Q5. Select the maximum value from the electromagnetic interference factor and environmental interference factor of the rail vehicle contact network as the interference factor of the rail vehicle contact network and record it as .

[0052] The embodiment of the present invention analyzes the interference factor of the rail vehicle contact network, confirms the electrical coefficient of the rail vehicle jumper wire, improves the current control accuracy of the rail vehicle jumper wire, and ensures the voltage stability of the rail vehicle jumper wire, thereby improving the safety of the rail vehicle jumper wire, thereby improving the timeliness of subsequent rail vehicle jumper wire electrical fault prediction and prevention.

[0053] Q6. Import the current variation coefficient, voltage variation coefficient and interference factor of the rail vehicle contact network into the electrical coefficient analysis model to obtain the electrical coefficient of the rail vehicle jumper wire, which is recorded as .

[0054] It should be added that the analysis formula of the electrical coefficient analysis model is: , and are the weights of the set current variation coefficient and voltage variation coefficient, , .

[0055] It should be added that for rail vehicle jumper wires, the magnitude of the current is directly related to power transmission. According to the power formula ( is power, is the current, For example, when the current variation coefficient is large, the heat generation power of the jumper wire will change significantly, which may cause the temperature of the jumper wire to rise, affecting its material properties and service life. In actual operation, the starting and braking of rail vehicles will cause large current fluctuations. If these fluctuations are not taken seriously, they may cause serious thermal damage to the jumper wire. Although voltage changes will also affect the electrical system, the impact of voltage fluctuations is relatively indirect compared to current fluctuations. Voltage changes mainly affect the potential difference between the two ends of the jumper wire. According to Ohm's law, voltage changes will cause current changes, but when the resistance of the jumper wire is relatively stable, the direct impact of voltage changes on the jumper wire itself is not as significant as current changes. For example, in the vehicle power supply system, there is usually a voltage stabilizing device to control the voltage fluctuation within a certain range. The voltage fluctuation amplitude that the jumper wire is subjected to is relatively small, so the weight of its voltage variation coefficient is relatively small compared to the weight of the current variation coefficient. Therefore, it is set , in order to facilitate analysis, The specific value can be 0.6. The specific value can be 0.4.

[0056] The embodiment of the present invention analyzes the electrical coefficient of the rail vehicle jumper wire according to the electrical information and environmental information of the rail vehicle contact network in each monitoring area, avoids the current deficiency of not considering the electrical information in designing the jumper wire type, reduces the leakage risk of the rail vehicle jumper wire, and improves the electrical performance stability of the rail vehicle jumper wire, thereby reducing the failure probability of the rail vehicle jumper wire and the electrical equipment connected to it, thereby improving the normal operation efficiency of the rail vehicle.

[0057] Step 4: Mechanical monitoring of rail vehicles: monitor the mechanical information of rail vehicle lines in each monitoring area, including the length and amplitude of each uneven line segment, the number of curved line segments and the curvature radius of each curved line segment.

[0058] It should be added that, in rail vehicle lines, uneven line segments refer to: some line segments whose surface geometry deviates from the ideal state. The ideal track surface should be flat and smooth, and be able to provide stable support and guidance for the vehicle. However, due to the influence of various factors, such as track laying accuracy, foundation settlement, material wear, changes in the natural environment, etc., the track surface will appear uneven and irregular. The line segments that do not meet the ideal state are regarded as uneven line segments.

[0059] It should be added that the length and amplitude of each uneven line segment of the rail vehicle line in each monitoring area are obtained by monitoring the track inspection vehicle. The track inspection vehicle is a vehicle specially used to detect the track status. It is equipped with a variety of high-precision sensors. For the measurement of the length and amplitude of the uneven line segment, laser displacement sensors and inertial measurement units (IMUs) are mainly used. Among them, the laser displacement sensor emits a laser beam to the track surface and receives the reflected light. According to the propagation time of the light and the position change of the reflected light, the height difference of the track surface relative to the sensor is accurately measured to obtain the amplitude information. The inertial measurement unit can measure the acceleration and angular velocity of the vehicle during driving. By integrating these data and combining the data of the laser displacement sensor, the position change of the vehicle on the track is calculated, thereby determining the length of the uneven line segment. For example, when the track inspection vehicle passes through an uneven area, the acceleration will change. By recording the change in acceleration, the laser sensor obtains the corresponding amplitude change, and the length and amplitude of the uneven line segment are obtained through the least squares fitting algorithm.

[0060] It should be added that the number of curved segments of the rail vehicle line in each monitoring area and the curvature radius of each curved segment are obtained by monitoring with an angle sensor installed on the track inspection vehicle. The curvature radius is calculated based on the steering angle change and driving trajectory of the vehicle in the curve, assuming that the trajectory of the vehicle in the curve is approximately a circular arc, and the steering angle change of the vehicle is known. and the arc length of travel , according to the formula ( The curvature radius is then calculated.

[0061] It should be added that the number of curved segments of rail vehicle lines in each monitoring area is obtained by monitoring through an angle sensor installed on a track inspection vehicle, which monitors changes in the vehicle's steering angle and judges the process of the steering angle changing from one stable value (straight driving) to another stable value (resuming straight driving after passing a curve) as a curved segment. Certain angle thresholds and time thresholds are set to avoid misjudgment. For example, if the steering angle changes by more than a certain degree and lasts for a certain period of time, it indicates that the line enters or leaves a curved segment, thereby counting the number of curved segments.

[0062] Step 5: Mechanical analysis of rail vehicles: Analyze the mechanical coefficients of rail vehicle jumper wires based on the mechanical information of the rail vehicle line in each monitoring area.

[0063] See also Figure 3 As shown, for example, the mechanical coefficient of the rail vehicle jumper wire is analyzed, including: Y1, according to the length and amplitude of each uneven line segment of the rail vehicle line in each monitoring area, the vibration variation coefficient of the rail vehicle jumper wire is calculated .

[0064] Furthermore, the vibration variation coefficient of the rail vehicle jumper wire is calculated by: Y1-1, recording the amplitude and length of each uneven line segment of the rail vehicle line in each monitoring area as and , Number the uneven line segments. .

[0065] Y1-2. Statistical analysis of vibration variation coefficients of each uneven line segment of the rail vehicle line in each monitoring area , , is a natural constant, and They are used to set the reference uneven line segment amplitude and uneven line segment length respectively.

[0066] It should be added that and All of them are extracted from the technical specification table of rail vehicle jumper design.

[0067] Y1-3. Statistical vibration variation coefficient of rail vehicle jumper wire , , is the number of uneven line segments.

[0068] Y2. According to the number of curved segments of the rail vehicle line in each monitoring area and the curvature radius of each curved segment, the coefficient of change of the curvature of the rail vehicle jumper line is calculated. .

[0069] Furthermore, the statistical variation coefficient of the curvature of the rail vehicle jumper wire includes: Y2-1, calculating the mean curvature radius of each curved line segment of the rail vehicle line in each monitoring area, and taking the calculation result as the average curvature radius of the rail vehicle line in each monitoring area, recorded as .

[0070] Y2-2. Extract the minimum value from the curvature radius of each curved line segment of the rail vehicle line in each monitoring area as the minimum curvature radius of the rail vehicle line in each monitoring area, denoted as .

[0071] Y2-3. Record the number of curved segments of the rail vehicle line in each monitoring area as .

[0072] Y2-4. Statistical analysis of the coefficient of variation of the flexibility of rail vehicle lines in each monitoring area , , and They are the set allowable curvature radius and the allowable number of bending segments respectively.

[0073] It should be added that and All of them are extracted from the technical specification table of rail vehicle jumper design.

[0074] It should be added that the relationship between the average curvature radius and the flexibility variation coefficient is: the larger the average curvature radius, the relatively gentler the rail vehicle line in this area. In this case, the flexibility variation coefficient of the rail vehicle line is relatively small, because a larger curvature radius means that the line changes more gently when bending. When the vehicle passes through these areas, the line's constraint and torsional effect on the vehicle are relatively weak, so the degree of flexibility variation is also low. For example: suppose there are two monitoring areas A and B, the average curvature radius of the rail line in area A is 1000 meters, and the average curvature radius of area B is 500 meters. When the vehicle passes through these two areas at the same speed, in area A, the vehicle can turn more smoothly, and the shape of the line changes relatively slowly. In area B, due to the smaller average curvature radius, the line bending changes more obviously. The relationship between the minimum curvature radius and the flexibility variation coefficient is: the minimum curvature radius is a key indicator. To a certain extent, its impact on the flexibility variation coefficient is more significant. When the minimum curvature radius is smaller, it means that the curvature of the rail line in some local positions is very large. When the vehicle passes through these local positions, the flexibility of the line The curvature of the track will change dramatically, resulting in a significant increase in the coefficient of change of curvature. For example, if the minimum curvature radius of one monitoring area is 300 meters and that of another area is 100 meters, in the area with a minimum curvature radius of 100 meters, when the vehicle passes through the minimum curvature, the curvature of the track will be greatly challenged, requiring the vehicle's bogie and other components to make greater adjustments. Therefore, the coefficient of change of curvature will be much higher than that in the area with a minimum curvature radius of 300 meters. The relationship between the number of curved line segments and the coefficient of change of curvature is: the more curved line segments there are, the more curved the track vehicle will be. The line changes direction frequently in the monitoring area. Every time it passes a curved line segment, the curvature of the line changes. Therefore, the more curved line segments there are, the greater the curvature variation coefficient. For example, there are two monitoring areas C and D. There are 3 curved line segments in area C and 6 curved line segments in area D. When other conditions are the same (such as average curvature radius, minimum curvature radius, etc.), when a vehicle passes through area D, the curvature of the line changes more frequently due to more bending changes. Therefore, its curvature variation coefficient is greater than the curvature variation coefficient of the vehicle passing through area C.

[0075] Y2-5, will The mean value is calculated and the result is used as the coefficient of change of the winding property of the rail vehicle jumper wire and recorded as .

[0076] Y3. Calculate the average value of the vibration variation coefficient and the winding variation coefficient of the rail vehicle jumper wire, and use the calculation result as the mechanical coefficient of the rail vehicle jumper wire, recorded as .

[0077] The embodiment of the present invention analyzes the mechanical coefficient of the rail vehicle jumper wire according to the mechanical information of the rail vehicle line in each monitoring area, avoids the current deficiency of not considering the mechanical information in designing the jumper wire type, reduces the fatigue damage risk of the rail vehicle jumper wire, and further ensures the connection reliability of the rail vehicle jumper wire, thereby reducing the wear of the rail vehicle jumper wire and reducing the probability of subsequent failure of the rail vehicle jumper wire.

[0078] Step 6. Confirm the jumper wire of the rail vehicle: Confirm the jumper wire type of the rail vehicle jumper wire according to the electrical coefficient and mechanical coefficient of the rail vehicle jumper wire.

[0079] Exemplarily, the step of confirming the type of the jumper wire of the rail vehicle jumper wire includes: extracting the electrical coefficient of the rail vehicle jumper wire Mechanical coefficients of rail vehicle jumper wires .

[0080] Statistics of rail vehicle jumper wire influence coefficient , , and are the weights of the set electrical coefficient and mechanical coefficient, , .

[0081] It should be added that the main function of the rail vehicle jumper wire is to achieve electrical connection and ensure the connection between the rail vehicle and the contact network. The quality of its electrical performance directly determines whether the vehicle can work normally. If the electrical connection is interrupted or the signal transmission fails, the operation of the vehicle will be seriously affected. For example, the train may lose power and the communication system may be paralyzed. The mechanical performance is mainly to ensure that the jumper wire can maintain its electrical connection function in the mechanical environment of the rail vehicle operation. Although mechanical performance is also important, it serves the electrical function. For example, the jumper wire needs to have a certain mechanical strength and flexibility to resist mechanical effects such as vehicle vibration and bending, but its ultimate goal is to ensure that the electrical connection is not damaged, so it is slightly inferior to the electrical function in terms of functional importance. Therefore, it is set , in order to facilitate analysis, The specific value can be 0.6. The specific value can be 0.4.

[0082] The rail vehicle jumper wire influence coefficient is matched and compared with the rail vehicle jumper wire influence coefficient corresponding to each jumper wire type to obtain the jumper wire type of the rail vehicle jumper wire.

[0083] It should be added that the type of jumper wires for rail vehicle jumpers is mainly affected by their electrical properties and mechanical properties. The jumper wire types can be divided into high-performance comprehensive jumper wires, high electrical performance-moderate mechanical performance jumper wires, high mechanical performance-moderate electrical performance jumper wires and basic performance jumper wires. Among them, the influence coefficient of rail vehicle jumper wires of high-performance comprehensive jumper wires is 0.9. In terms of electrical coefficients: it has excellent electrical conductivity and extremely low resistance, which can effectively reduce power loss and ensure efficient electrical transmission. In terms of mechanical coefficients: it has high tensile strength, usually the tensile strength can reach above, and can withstand the strong tensile force during the operation of rail vehicles.

[0084] The influence coefficient of the rail vehicle jumper wire of the high electrical performance-moderate mechanical performance jumper wire is 0.7. In terms of electrical coefficient: excellent conductivity, very small resistivity, and minimal impact on power transmission loss. In terms of mechanical coefficient: moderate mechanical properties, tensile strength is generally between, and can withstand a certain degree of mechanical force, but is slightly weaker than high-performance comprehensive jumper wires.

[0085] The influence coefficient of the rail vehicle jumper wire of the high mechanical performance-moderate electrical performance jumper wire is 0.5. In terms of electrical coefficient: the conductivity is general, the resistivity is relatively high, which may cause a certain degree of power transmission loss. In terms of mechanical coefficient: the mechanical performance is outstanding. It has high tensile strength, which can reach 100000 and can effectively resist strong tensile force.

[0086] The influence coefficient of the basic performance jumper is 0.3. In terms of electrical coefficient, the conductivity and electromagnetic properties are at the basic level. The resistivity is relatively high, which will cause a certain amount of power loss. It can only meet general requirements in signal transmission. In terms of mechanical coefficient, the mechanical properties are also relatively basic. The tensile strength is generally between 100 and 150, and it can withstand small mechanical forces.

[0087] Step 7. Rail vehicle jumper wire feedback: According to the jumper wire type of each rail vehicle jumper wire, corresponding feedback is provided on the rail vehicle jumper wire design platform.

[0088] The above contents are merely examples and explanations of the concept of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the concept of the invention or exceed the scope defined by the present invention, they shall all fall within the protection scope of the present invention.

Claims

1. A rail vehicle jumper design and analysis method, characterized in that: The method includes: Step 1: Track monitoring area division: extract the travel path of the rail vehicle line, and then divide the travel path of the rail vehicle line into various monitoring areas according to the set interval; Step 2: Rail vehicle electrical monitoring: monitor the electrical information and environmental information of the rail vehicle contact network in each monitoring area. The electrical information includes current, voltage and electromagnetic interference intensity, and the environmental information includes temperature, humidity and corrosive gas concentration; Step 3: Rail vehicle electrical analysis: Based on the electrical information and environmental information of the rail vehicle contact network in each monitoring area, the electrical coefficient of the rail vehicle jumper wire is analyzed, which is recorded as ; Step 4: Mechanical monitoring of rail vehicles: monitoring the mechanical information of rail vehicle lines in each monitoring area, including the length and amplitude of each uneven line segment, the number of curved line segments and the curvature radius of each curved line segment; Step 5: Mechanical analysis of rail vehicles: According to the mechanical information of rail vehicle lines in each monitoring area, the mechanical coefficient of rail vehicle jumper wires is analyzed, which is recorded as ; Step 6: Confirm the jumper wire of the rail vehicle: According to the electrical coefficient of the jumper wire of the rail vehicle and mechanical coefficient , confirm the jumper type of the rail vehicle jumper; The step of confirming the jumper type of the rail vehicle jumper includes: Extracting electrical coefficients of rail vehicle jumper wires Mechanical coefficients of rail vehicle jumper wires ; Statistics of rail vehicle jumper wire influence coefficient , , and are the weights of the set electrical coefficient and mechanical coefficient, , ; Match and compare the rail vehicle jumper wire influence coefficient with the rail vehicle jumper wire influence coefficient corresponding to each jumper wire type to obtain the jumper wire type of the rail vehicle jumper wire; Step 7. Rail vehicle jumper wire feedback: According to the jumper wire type of each rail vehicle jumper wire, corresponding feedback is provided on the rail vehicle jumper wire design platform.

2. A rail vehicle jumper design and analysis method according to claim 1, characterized in that: The analysis of the electrical coefficients of the rail vehicle jumper wires includes: Q1. According to the current of the rail vehicle contact network in each monitoring area, the current change coefficient of the rail vehicle contact network is calculated ; Q2. According to the voltage of the rail vehicle contact network in each monitoring area, the voltage change coefficient of the rail vehicle contact network is calculated ; Q3. According to the electromagnetic interference intensity of the rail vehicle contact network in each monitoring area, the electromagnetic interference factor of the rail vehicle contact network is calculated. ; Q4. Count the environmental interference factors of the rail vehicle contact network based on the temperature, humidity and corrosive gas concentration in each monitoring area ; Q5. Select the maximum value from the electromagnetic interference factor and environmental interference factor of the rail vehicle contact network as the interference factor of the rail vehicle contact network and record it as ; Q6. Import the current variation coefficient, voltage variation coefficient and interference factor of the rail vehicle contact network into the electrical coefficient analysis model to obtain the electrical coefficient of the rail vehicle jumper wire. .

3. A rail vehicle jumper design and analysis method according to claim 2, characterized in that: The statistical current variation coefficient of the contact network of the rail vehicle includes: The current of the rail vehicle contact network in each monitoring area is recorded as , is the monitoring area number, ; Will The average current of the contact network of the rail vehicle is obtained by averaging, which is recorded as ; Statistical analysis of the current variation coefficient of the contact network of rail vehicles , , is the number of monitoring areas.

4. A rail vehicle jumper design and analysis method according to claim 2, characterized in that: The statistical voltage variation coefficient of the contact network of the rail vehicle includes: Combining each monitoring area in the rail vehicle contact network with its next adjacent monitoring area in pairs to obtain each monitoring area group of the rail vehicle contact network; The voltages in each monitoring area group in the rail vehicle contact network are subtracted to obtain the voltage difference of each monitoring area group in the rail vehicle contact network, and the absolute value is calculated to obtain the absolute value of the voltage difference of each monitoring area group in the rail vehicle contact network; If the absolute value of the voltage difference of a monitoring area group in the rail vehicle contact network is greater than the set allowable voltage difference, the monitoring area group is recorded as a voltage deviation monitoring area group; The number of voltage deviation monitoring area groups and the number of monitoring area groups are counted, and the ratio of the number of voltage deviation monitoring area groups to the number of monitoring area groups is used as the voltage variation coefficient of the rail vehicle contact network, which is recorded as .

5. A rail vehicle jumper design and analysis method according to claim 2, characterized in that: The statistical electromagnetic interference factor of the rail vehicle contact network includes: Compare the electromagnetic interference intensity of the rail vehicle contact network in each monitoring area with the set electromagnetic interference intensity threshold; If the electromagnetic interference intensity of the rail vehicle contact network in a certain monitoring area is greater than the set electromagnetic interference intensity threshold, the monitoring area of ​​the rail vehicle contact network is recorded as an electromagnetic interference abnormality monitoring area; The number of electromagnetic interference abnormal monitoring areas is counted, and the ratio of the number of monitoring areas to the number of monitoring areas is used as the electromagnetic interference factor of the rail vehicle contact network, which is recorded as .

6. A rail vehicle jumper design and analysis method according to claim 4, characterized in that: The statistical environmental interference factors of the rail vehicle contact network include: The temperature of the rail vehicle contact network in each monitoring area group is subtracted to obtain the temperature difference of each monitoring area group in the rail vehicle contact network; Compare the temperature difference of each monitoring area group in the rail vehicle contact network with the set temperature difference range; If the temperature difference of a monitoring area group in the rail vehicle contact network is greater than the upper limit value of the set temperature difference interval, the ratio of the upper limit value of the set temperature difference interval to the temperature difference is used as the temperature interference factor of the monitoring area group in the rail vehicle contact network; If the temperature difference of a monitoring area group in the rail vehicle contact network is within the set temperature difference range, 0 is used as the temperature interference factor of the monitoring area group in the rail vehicle contact network; If the temperature difference of a monitoring area group in the rail vehicle contact network is less than the lower limit of the set temperature difference interval, the ratio of the temperature difference to the lower limit of the set temperature difference interval is used as the temperature interference factor of the monitoring area group in the rail vehicle contact network, and then the temperature interference factor of each monitoring area group in the rail vehicle contact network is obtained and recorded as , is the monitoring area group number, ; The humidity and corrosive gas concentration of the rail vehicle contact network in each monitoring area group are subtracted to obtain the humidity difference and corrosive gas concentration difference of each monitoring area group in the rail vehicle contact network, and then according to The humidity interference factor and the corrosive gas concentration interference factor of each monitoring area group in the rail vehicle contact network are obtained by the same statistical method, which are recorded as and ; Statistical analysis of environmental interference factors of railway vehicle contact network , , is the monitoring area group number, , and are the weights of the set temperature interference factor, humidity interference factor and corrosion gas concentration interference factor, respectively. , .

7. A rail vehicle jumper design and analysis method according to claim 1, characterized in that: The analysis of the mechanical coefficient of the rail vehicle jumper wire includes: Y1. According to the length and amplitude of each uneven line segment of the rail vehicle line in each monitoring area, the vibration variation coefficient of the rail vehicle jumper line is calculated. ; Y2. According to the number of curved segments of the rail vehicle line in each monitoring area and the curvature radius of each curved segment, the coefficient of change of the curvature of the rail vehicle jumper line is calculated. ; Y3. Calculate the average value of the vibration variation coefficient and the winding variation coefficient of the rail vehicle jumper wire, and use the calculation result as the mechanical coefficient of the rail vehicle jumper wire. .

8. A rail vehicle jumper design and analysis method according to claim 7, characterized in that: The method of calculating the vibration variation coefficient of the rail vehicle jumper wire includes: The amplitude and length of each uneven line segment of the rail vehicle line in each monitoring area are recorded as and , Number the uneven line segments. ; Statistics on the vibration variation coefficient of each uneven line segment of the rail vehicle line in each monitoring area , , is a natural constant, and They are respectively used to set the reference uneven line segment amplitude and uneven line segment length; Statistical analysis of vibration variation coefficient of rail vehicle jumper wires , , is the number of uneven line segments.

9. A rail vehicle jumper design and analysis method according to claim 7, characterized in that: The statistical variation coefficient of the winding property of the rail vehicle jumper wire includes: The mean curvature radius of each curved line segment of the rail vehicle line in each monitoring area is calculated, and the calculation result is used as the average curvature radius of the rail vehicle line in each monitoring area, denoted as ; The minimum value is extracted from the curvature radius of each curved line segment of the rail vehicle line in each monitoring area as the minimum curvature radius of the rail vehicle line in each monitoring area, denoted as ; The number of curved segments of the rail vehicle line in each monitoring area is recorded as ; Statistics on the coefficient of variation of the flexibility of rail vehicle lines in each monitoring area , , and They are the set permissible curvature radius and the permissible number of curvature segments respectively; Will The mean value is calculated and the result is used as the coefficient of change of the winding property of the rail vehicle jumper wire and recorded as .

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