Method and device for determining linear operation and maintenance standard of long-span bridge

Abstract

The invention provides a method and a device for determining a linear operation and maintenance standard of a long-span bridge. The method comprises the following steps of: firstly, determining a quantitative relation between a track static long-wave uneven cis-chord measurement value and vehicle body vertical acceleration data; determining a vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge according to a vehicle body vertical acceleration limit value caused by the uneven static long wave of the track on the high-speed railway bridge, a vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and a vehicle body vibration acceleration value caused by the random irregularity of the track; and finally, determining a linear chord measurement value of the high-speed railway bridge according to the quantitative relation and a vehicle body vibration acceleration limit value caused by dynamic deformation of the high-speed railway bridge. The method can effectively solve the problem that in the technical field of rail transit, the operation and maintenance standard of the line shape of a long-span bridge is not accurate.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and a device for determining linear operation and maintenance standards for a long-span bridge. Background Art

[0002] This section is intended to provide a background or context to the embodiments of the invention recited in the claims. No admission is made that the description herein is prior art by inclusion in this section.

[0003] At present, for high-speed railway bridges, only the normal values ​​and safety values ​​are specified for the natural frequency, deflection-span ratio, beam end angle, dynamic coefficient, amplitude, acceleration and other indicators of the prestressed concrete double-track simply supported box girders with spans of 19.5m, 23.5m, 31.5m, and 39.3m and the prestressed concrete double-track continuous box girders with spans of (32+48+32)m, (40+56+40)m, (40+64+40)m, (48+80+48)m, and (60+100+60)m. However, the natural frequency, deflection-span ratio and other indicators of long-span bridges and common span bridges vary greatly with the span and bridge type, and the beam end angle, dynamic coefficient, amplitude, acceleration and other indicators are not the control parameters of long-span bridges. Therefore, the linear operation and maintenance standards of long-span bridges are inaccurate and need to be revised. Summary of the invention

[0004] The embodiment of the present invention provides a method for determining the linear operation and maintenance standard of a long-span bridge, which is used to accurately determine the linear operation and maintenance standard for a long-span bridge in the field of rail transit technology. The method includes:

[0005] Obtain the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body measured on the high-speed railway bridge, perform statistical analysis on the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body, and obtain the quantitative relationship between the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body;

[0006] Determine the limit of vehicle vertical acceleration caused by static long-wave track irregularities on high-speed railway bridges;

[0007] Analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vibration acceleration value of the car body caused by the dynamic deformation of the high-speed railway bridge;

[0008] Statistical analysis was performed on the measured data of track irregularity and vehicle body vibration acceleration on high-speed railway bridges to obtain the vehicle body vibration acceleration value caused by random track irregularity on high-speed railway bridges;

[0009] According to the limit value of vertical acceleration of the car body caused by static long-wave height irregularities of the track on the high-speed railway bridge, the value of car body vibration acceleration caused by dynamic deformation of the high-speed railway bridge and the value of car body vibration acceleration caused by random track irregularities, the limit value of car body vibration acceleration caused by dynamic deformation of the high-speed railway bridge is determined;

[0010] According to the quantitative relationship and the limit value of vehicle body vibration acceleration caused by the dynamic deformation of the high-speed railway bridge, the linear chord measurement value of the high-speed railway bridge is determined.

[0011] The embodiment of the present invention further provides a device for determining the linear operation and maintenance standard of a long-span bridge, which is used to accurately determine the linear operation and maintenance standard for a long-span bridge in the field of rail transit technology, and the device includes:

[0012] The quantitative relationship determination module is used to obtain the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data measured on the high-speed railway bridge, and to perform statistical analysis on the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data to obtain the quantitative relationship between the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data;

[0013] The vehicle body vertical acceleration limit determination module is used to determine the vehicle body vertical acceleration limit caused by static long-wave height irregularities on the track on the high-speed railway bridge;

[0014] The bridge dynamic deformation vehicle body vibration acceleration value determination module is used to analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge;

[0015] Track irregularity vehicle body vibration acceleration value determination module, used to perform statistical analysis on track irregularity measured data and vehicle body vibration acceleration measured data on high-speed railway bridges, and obtain vehicle body vibration acceleration values ​​caused by random track irregularity on high-speed railway bridges;

[0016] The vehicle body vibration acceleration limit determination module is used to determine the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge according to the vehicle body vertical acceleration limit caused by the static long-wave height irregularity of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the vehicle body vibration acceleration value caused by the random irregularity of the track;

[0017] The bridge linear chord measurement value determination module is used to determine the linear chord measurement value of the high-speed railway bridge according to the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

[0018] An embodiment of the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned method for determining the linear operation and maintenance standard of a long-span bridge when executing the computer program.

[0019] An embodiment of the present invention further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned method for determining the linear operation and maintenance standard of a long-span bridge.

[0020] An embodiment of the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the above-mentioned method for determining the linear operation and maintenance standard of a long-span bridge.

[0021] The method and device for determining the linear operation and maintenance standard of a long-span bridge according to the embodiment of the present invention obtain the following data measured on a high-speed railway bridge: the static long-wave height unevenness chord measurement value of the track and the vertical acceleration data of the vehicle body, perform statistical analysis on the static long-wave height unevenness chord measurement value of the track and the vertical acceleration data of the vehicle body, and obtain the quantitative relationship between the static long-wave height unevenness chord measurement value of the track and the vertical acceleration data of the vehicle body; determine the limit value of the vertical acceleration of the vehicle body caused by the static long-wave height unevenness of the track on the high-speed railway bridge; analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vibration acceleration value of the vehicle body caused by the dynamic deformation of the high-speed railway bridge; and perform statistical analysis on the track on the high-speed railway bridge. The measured data of track irregularity and the measured data of vehicle body vibration acceleration are statistically analyzed to obtain the vehicle body vibration acceleration value caused by the random track irregularity on the high-speed railway bridge; the vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge is determined according to the vehicle body vertical acceleration limit value caused by the static long-wave height irregularity of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the vehicle body vibration acceleration value caused by the random track irregularity; the linear chord measurement value of the high-speed railway bridge is determined according to the quantitative relationship and the vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge; the linear operation and maintenance standard of the long-span bridge can be accurately determined by the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0023] Figure 1A schematic diagram of a method for determining the linear operation and maintenance standard of a long-span bridge in an embodiment of the present invention;

[0024] Figure 2 A specific example diagram of obtaining the quantitative relationship between the track static long-wave height irregularity chord measurement value and the vehicle body vertical acceleration data in an embodiment of the present invention;

[0025] Figure 3 A specific example diagram of determining the vehicle body vibration acceleration value caused by the dynamic deformation of a high-speed railway bridge in an embodiment of the present invention;

[0026] Figure 4 A specific example diagram of determining the linear chord measurement value of a high-speed railway bridge in an embodiment of the present invention;

[0027] Figure 5 Schematic diagram of filtering performance of a bandpass filter for measured data of track irregularity on a high-speed railway bridge in an embodiment of the present invention;

[0028] Figure 6 It is a structural schematic diagram of a device for determining a linear operation and maintenance standard for a long-span bridge in an embodiment of the present invention;

[0029] Figure 7 It is a specific example diagram of the structure of the standard device for determining the linear operation and maintenance of a long-span bridge in an embodiment of the present invention. DETAILED DESCRIPTION

[0030] 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.

[0031] As mentioned above, there is a problem in the field of rail transit technology that the operation and maintenance standards for the linear shape of long-span bridges are inaccurate. In order to solve this problem, an embodiment of the present invention provides a method for determining the linear operation and maintenance standards for long-span bridges. The method first determines the quantitative relationship between the static long-wave height unevenness chord measurement value of the track and the vehicle body vertical acceleration data, and then determines the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge based on the vehicle body vertical acceleration limit caused by the static long-wave height unevenness of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge, and the vehicle body vibration acceleration value caused by the random unevenness of the track. Finally, according to the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge, the linear chord measurement value of the high-speed railway bridge is determined.

[0032] Figure 1FIG. 1 is a schematic diagram of a method for determining the linear operation and maintenance standard of a long-span bridge in an embodiment of the present invention, as shown in FIG. Figure 1 As shown, the method includes:

[0033] Step 101, obtaining the track static long-wave height unevenness chord measurement value and the vehicle body vertical acceleration data measured on the high-speed railway bridge, performing statistical analysis on the track static long-wave height unevenness chord measurement value and the vehicle body vertical acceleration data, and obtaining a quantitative relationship between the track static long-wave height unevenness chord measurement value and the vehicle body vertical acceleration data;

[0034] Step 102, determining the limit value of the vehicle body vertical acceleration caused by the static long-wave height irregularity of the track on the high-speed railway bridge;

[0035] Step 103, analyzing the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determining the vibration acceleration value of the vehicle body caused by the dynamic deformation of the high-speed railway bridge;

[0036] Step 104, statistically analyzing the measured data of track irregularity on the high-speed railway bridge and the measured data of vehicle body vibration acceleration, and obtaining the vehicle body vibration acceleration value caused by random track irregularity on the high-speed railway bridge;

[0037] Step 105, determining the limit value of vehicle body vibration acceleration caused by dynamic deformation of the high-speed railway bridge according to the limit value of vehicle body vertical acceleration caused by static long-wave height irregularity of the track on the high-speed railway bridge, the value of vehicle body vibration acceleration caused by dynamic deformation of the high-speed railway bridge, and the value of vehicle body vibration acceleration caused by random track irregularity;

[0038] Step 106: Determine the linear chord measurement value of the high-speed railway bridge according to the quantitative relationship and the vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge.

[0039] Depend on Figure 1 It can be seen from the process that the embodiment of the present invention obtains the linear chord measurement value of the high-speed railway bridge through the quantitative relationship between the static long-wave height unevenness chord measurement value of the track and the vehicle body vertical acceleration data, combined with the vehicle body vertical acceleration limit value caused by the static long-wave height unevenness of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the vehicle body vibration acceleration value caused by the random unevenness of the track, which can effectively solve the problem of inaccurate linear operation and maintenance standards of large-span bridges.

[0040] In the specific implementation, first obtain the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data measured on the high-speed railway bridge, perform statistical analysis on the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data, and obtain the quantitative relationship between the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data. In the embodiment, the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data can be statistically analyzed, and the quantitative relationship between the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data can be fitted under the condition of a preset confidence.

[0041] Figure 2 FIG. 1 is a specific example diagram of obtaining the quantitative relationship between the track static long-wave height irregularity chord measurement value and the vehicle body vertical acceleration data in an embodiment of the present invention, as shown in FIG. Figure 2 As shown in the figure, a statistical analysis is performed on the track static long-wave height irregularity chord measurement values ​​and the vehicle body vertical acceleration data at a certain design speed, and the relationship between the two is fitted under the condition of a preset confidence level to obtain the quantitative relationship between the track static long-wave height irregularity chord measurement values ​​and the vehicle body vertical acceleration data.

[0042] For example, a statistical analysis was performed on the track static long-wave height irregularity chord measurement value and the vehicle body vertical acceleration data at a design speed of 250 km / h. The relationship between the two was fitted under the condition of 95% confidence level, and the quantitative relationship formula between the 60m midpoint chord measurement value of the track static long-wave height irregularity and the vehicle body vertical acceleration data was obtained as follows:

[0043] a=0.063C+0.2 (1)

[0044] Where C is the 60m chord measurement value of the track static long-wave height irregularity after 200m high-pass filtering, unit is mm; a is the vertical acceleration data of the vehicle body, unit is m / s 2 .

[0045] In the embodiment, the allowable deviation range of the static long wave height unevenness of the track can also be determined according to the operation acceptance standard value of the static long wave height unevenness of the track on the high-speed railway bridge; in this way, when the static long wave height unevenness chord measurement values ​​of the track and the vehicle body vertical acceleration data are statistically analyzed, the static long wave height unevenness chord measurement values ​​of the track within the allowable deviation range can be statistically analyzed. The allowable deviation range of the static long wave height unevenness of the track can be, for example: the allowable deviation management value of the planned maintenance and temporary repair of the static long wave height unevenness of the track.

[0046] In an embodiment, determining the limit of the vertical acceleration of the vehicle body caused by the static long wave height irregularity of the track on the high-speed railway bridge may include: determining the limit of the vertical acceleration of the vehicle body corresponding to the planned maintenance and / or the limit of the vertical acceleration of the vehicle body corresponding to the temporary repair caused by the static long wave height irregularity of the track on the high-speed railway bridge. For example, the limit of the vertical acceleration of the vehicle body corresponding to the planned maintenance may be determined as 1.25m / s 2 (half peak value), the vertical acceleration limit of the vehicle body corresponding to temporary repair is determined to be 1.5m / s 2 (half peak value).

[0047] In an embodiment, the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge is analyzed to determine the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge, which may include: analyzing the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determining the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge based on a preset safety margin. Figure 3 FIG. 1 is a specific example diagram of determining the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge in an embodiment of the present invention, such as Figure 3 As shown, the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge is analyzed, and the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge is determined in combination with the preset safety margin.

[0048] For example, the coupled vibration data of trains and bridges when a single-track high-speed train passes through a typical long-span bridge is analyzed. Combined with a preset safety margin, the vibration acceleration value of the car body caused by the dynamic deformation of the high-speed railway bridge is taken as 0.2m / s 2 .

[0049] In the embodiment, the measured data of track irregularity and vehicle body vibration acceleration on the high-speed railway bridge are statistically analyzed to obtain the vehicle body vibration acceleration value caused by the random track irregularity on the high-speed railway bridge. For example, the measured data of track irregularity and vehicle body vibration acceleration of the high-speed railway with a design speed of 250km / h in a typical roadbed section are statistically analyzed to obtain the vehicle body vibration acceleration value caused by the random track irregularity of 0.8m / s 2 .

[0050] In an embodiment, determining the limit value of vehicle body vibration acceleration caused by dynamic deformation of a high-speed railway bridge based on the limit value of vehicle body vertical acceleration caused by static long-wave height unevenness of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by dynamic deformation of the high-speed railway bridge, and the vehicle body vibration acceleration value caused by random unevenness of the track can include: adding the limit value of vehicle body vertical acceleration caused by static long-wave height unevenness of the track on the high-speed railway bridge, superimposing the vehicle body vibration acceleration value caused by dynamic deformation of the high-speed railway bridge, and then deducting the vehicle body vibration acceleration value caused by random unevenness of the track, to obtain the limit value of vehicle body vibration acceleration caused by dynamic deformation of the high-speed railway bridge.

[0051] In one example, the vehicle vertical acceleration limit corresponding to the planned maintenance can be determined as 1.25m / s 2 (half peak value), the vertical acceleration limit of the vehicle body corresponding to temporary repair is determined to be 1.5m / s 2 (half peak value), the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge is taken as 0.2m / s 2 , the vehicle body vibration acceleration value caused by random track irregularity is taken as 0.8m / s 2 , the car body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge is calculated: the car body vibration acceleration limit corresponding to the planned maintenance is 0.7m / s 2 (half peak value), temporary repair corresponds to the vehicle body vibration acceleration limit of 0.9m / s 2 (half peak value).

[0052] In the embodiment, the linear chord measurement value of the high-speed railway bridge is determined based on the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

[0053] Figure 4 FIG. 1 is a specific example diagram of determining the linear chord measurement value of a high-speed railway bridge in an embodiment of the present invention, as shown in FIG. Figure 4 As shown in the figure, the quantitative relationship formula between the measured value of the linear chord of the static long-wave height unevenness of the track and the vertical acceleration data of the vehicle body is derived from the quantitative relationship formula between the measured value of the linear chord of the bridge deformation and the vertical acceleration data of the vehicle body. The limit value of the vehicle body vibration acceleration caused by the dynamic deformation of the high-speed railway bridge is substituted into the quantitative relationship formula between the measured value of the linear chord of the bridge deformation and the vertical acceleration data of the vehicle body, and the measured value of the linear chord of the high-speed railway bridge is calculated.

[0054] For example, in specific implementation, the quantitative relationship formula between the 60m midpoint chord measurement value of the track static long-wave height irregularity and the vehicle body vertical acceleration data can be used:

[0055] a=0.063C+0.2 (1)

[0056] The quantitative relationship formula between the measured value of the bridge deformation linear chord and the vertical acceleration data of the vehicle body is derived as follows:

[0057] a=0.063C (2)

[0058] The car body vibration acceleration limit caused by the dynamic deformation of high-speed railway bridges: the car body vibration acceleration limit corresponding to planned maintenance is 0.7m / s 2 (half peak value), temporary repair corresponds to the vehicle body vibration acceleration limit of 0.9m / s 2 Substituting (half-peak value) into the quantitative relationship formula between the bridge deformation linear chord measurement value and the vehicle vertical acceleration data, it is calculated that the limit value of the chord measurement at the midpoint of 60m of the bridge linear shape corresponding to planned maintenance is 11mm (0.7 / 0.063=11.1mm), and the limit value of the chord measurement at the midpoint of 60m of the bridge linear shape corresponding to temporary repair is 14mm (0.9 / 0.063=14.3mm).

[0059] In an embodiment, after determining the linear chord measurement value of the high-speed railway bridge based on the quantitative relationship and the limit value of the vehicle body vibration acceleration caused by the dynamic deformation of the high-speed railway bridge, it can also include: bandpass filtering the measured data of track unevenness on the high-speed railway bridge, and determining the linear chord measurement value of the bridge based on the filtered measured data of track unevenness.

[0060] Figure 5 FIG. 4 is a schematic diagram of the filtering performance of a bandpass filter for the measured data of track irregularity on a high-speed railway bridge in an embodiment of the present invention. Figure 5 As shown in the figure, the main parameters of the filter need to be set during filtering.

[0061] For example, the passband boundary spatial frequency is set to 0.005 (the cut-off wavelength is set to 200m); at the passband boundary frequency, the passband attenuation does not exceed -3db; there is a slope of at least 24db / octave in the stopband; Butterworth or Chebyshev 4th-order filters can be used.

[0062] The present invention also provides a device for determining the linear operation and maintenance standard of a long-span bridge, as described in the following embodiments. Since the principle of solving the problem by the device is similar to the method for determining the linear operation and maintenance standard of a long-span bridge, the implementation of the device can refer to the implementation of the method for determining the linear operation and maintenance standard of a long-span bridge, and the repeated parts will not be repeated.

[0063] Figure 6 FIG. 1 is a schematic diagram of a structure of a device for determining a linear operation and maintenance standard for a long-span bridge in an embodiment of the present invention. Figure 6 As shown, the device comprises:

[0064] The quantitative relationship determination module 601 is used to obtain the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data measured on the high-speed railway bridge, and perform statistical analysis on the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data to obtain the quantitative relationship between the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data;

[0065] The vehicle body vertical acceleration limit determination module 602 is used to determine the vehicle body vertical acceleration limit caused by static long-wave height irregularities of the track on the high-speed railway bridge;

[0066] The bridge dynamic deformation vehicle body vibration acceleration value determination module 603 is used to analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge;

[0067] Track irregularity vehicle body vibration acceleration value determination module 604, used to perform statistical analysis on track irregularity measured data and vehicle body vibration acceleration measured data on high-speed railway bridges, and obtain vehicle body vibration acceleration values ​​caused by random track irregularity on high-speed railway bridges;

[0068] The vehicle body vibration acceleration limit value determination module 605 is used to determine the vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge according to the vehicle body vertical acceleration limit value caused by the static long-wave height irregularity of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the vehicle body vibration acceleration value caused by the random irregularity of the track;

[0069] The bridge linear chord measurement value determination module 606 is used to determine the linear chord measurement value of the high-speed railway bridge according to the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

[0070] In one embodiment, the quantitative relationship determination module 601 is specifically used to perform statistical analysis on the track static long-wave height unevenness chord measurement values ​​and the vehicle body vertical acceleration data, and to fit the quantitative relationship between the track static long-wave height unevenness chord measurement values ​​and the vehicle body vertical acceleration data under a preset confidence condition.

[0071] Figure 7 FIG. 1 is a specific example diagram of the structure of a standard device for determining the linear operation and maintenance of a long-span bridge in an embodiment of the present invention. Figure 7 As shown, in one embodiment, Figure 6The device for determining the linear operation and maintenance standard device of a large-span bridge in the embodiment of the present invention shown may also include: a deviation determination module 701, which is used to determine the allowable deviation range of static long-wave height unevenness of the track based on the operation acceptance standard value of the static long-wave height unevenness of the track on the high-speed railway bridge; in this example, the quantitative relationship determination module 601 is specifically used to: perform statistical analysis on the static long-wave height unevenness chord measurement values ​​of the track within the allowable deviation range.

[0072] In one embodiment, the vehicle body vertical acceleration limit determination module 602 is specifically used to determine the vehicle body vertical acceleration limit corresponding to the planned maintenance and / or the vehicle body vertical acceleration limit corresponding to the temporary repair caused by the static long-wave height unevenness of the track on the high-speed railway bridge.

[0073] In one embodiment, the bridge dynamic deformation vehicle body vibration acceleration value determination module 603 is specifically used to analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge based on a preset safety margin.

[0074] In one embodiment, the vehicle body vibration acceleration limit determination module 605 is specifically used to add the vehicle body vertical acceleration limit caused by the static long-wave height unevenness of the track on the high-speed railway bridge to the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge, and then deduct the vehicle body vibration acceleration value caused by the random unevenness of the track to obtain the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

[0075] In one embodiment, the bridge linear chord measurement value determination module 606 is also used to determine the linear chord measurement value of the high-speed railway bridge based on the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge, and then perform band-pass filtering on the track irregularity measured data on the high-speed railway bridge, and determine the bridge linear chord measurement value based on the filtered track irregularity measured data.

[0076] An embodiment of the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned method for determining the linear operation and maintenance standard of a long-span bridge when executing the computer program.

[0077] An embodiment of the present invention further provides a computer-readable storage medium storing a computer program, which implements the above-mentioned method for determining the linear operation and maintenance standard of a long-span bridge when executed by a processor.

[0078] An embodiment of the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the method for determining the linear operation and maintenance standard of a long-span bridge is implemented.

[0079] The method and device for determining the linear operation and maintenance standard of a long-span bridge according to the embodiment of the present invention, through the quantitative relationship between the track static long-wave height and low unevenness chord measurement value and the car body vertical acceleration data, according to the car body vertical acceleration limit value caused by the track static long-wave height and low unevenness on the high-speed railway bridge, the car body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the car body vibration acceleration value caused by the random track unevenness, determine the car body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge to obtain the linear chord measurement value of the high-speed railway bridge. This method can effectively solve the problem of inaccurate linear operation and maintenance standards for long-span bridges in the field of rail transit technology.

[0080] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0081] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0082] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0083] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0084] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for determining the linear operation and maintenance standard of a long-span bridge, characterized in that: include: Obtain the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body measured on the high-speed railway bridge, perform statistical analysis on the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body, and obtain the quantitative relationship between the static long-wave height and low unevenness chord measurement values ​​of the track and the vertical acceleration data of the vehicle body; Determine the limit of vehicle vertical acceleration caused by static long-wave track irregularities on high-speed railway bridges; Analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vibration acceleration value of the car body caused by the dynamic deformation of the high-speed railway bridge; Statistical analysis was performed on the measured data of track irregularities on high-speed railway bridges and the measured data of vehicle body vibration acceleration to obtain the vehicle body vibration acceleration value caused by random track irregularities on high-speed railway bridges; According to the limit value of vertical acceleration of the car body caused by static long-wave height irregularities of the track on the high-speed railway bridge, the value of car body vibration acceleration caused by dynamic deformation of the high-speed railway bridge and the value of car body vibration acceleration caused by random track irregularities, the limit value of car body vibration acceleration caused by dynamic deformation of the high-speed railway bridge is determined; According to the quantitative relationship and the limit value of vehicle body vibration acceleration caused by the dynamic deformation of the high-speed railway bridge, the linear chord measurement value of the high-speed railway bridge is determined.

2. The method according to claim 1, characterized in that The statistical analysis of the track static long-wave height unevenness chord measurement value and the vehicle body vertical acceleration data is performed to obtain the quantitative relationship between the track static long-wave height unevenness chord measurement value and the vehicle body vertical acceleration data, including: Statistical analysis was performed on the track static long-wave height unevenness chord measurement values ​​and the vehicle body vertical acceleration data, and the quantitative relationship between the track static long-wave height unevenness chord measurement values ​​and the vehicle body vertical acceleration data was fitted under the preset confidence condition.

3. The method according to claim 1, characterized in that Also includes: According to the standard value of the static long wave height irregularity of the track on the high-speed railway bridge, the allowable deviation range of the static long wave height irregularity of the track is determined; Statistical analysis of the track static long-wave height irregularity chord measurement values ​​and vehicle vertical acceleration data, including: Statistical analysis is performed on the static long-wave height unevenness and chordal measurements of the track within the allowable deviation range.

4. The method according to claim 1, characterized in that Determine the limit of vehicle vertical acceleration caused by static long-wave track irregularities on high-speed railway bridges, including: Determine the vertical acceleration limit of the vehicle body corresponding to the planned maintenance and / or the vertical acceleration limit of the vehicle body corresponding to the temporary repair caused by the static long-wave height irregularity of the track on the high-speed railway bridge.

5. The method according to claim 1, characterized in that Analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vibration acceleration value of the car body caused by the dynamic deformation of the high-speed railway bridge, including: The coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge is analyzed, and the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge is determined based on the preset safety margin.

6. The method according to claim 1, characterized in that According to the limit value of vertical acceleration of the car body caused by static long-wave height irregularities of the track on the high-speed railway bridge, the car body vibration acceleration value caused by dynamic deformation of the high-speed railway bridge and the car body vibration acceleration value caused by random track irregularities, the limit value of car body vibration acceleration caused by dynamic deformation of the high-speed railway bridge is determined, including: The car body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge is superimposed on the car body vertical acceleration limit caused by the static long-wave height unevenness of the track on the high-speed railway bridge, and then the car body vibration acceleration value caused by the random unevenness of the track is deducted to obtain the car body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

7. The method according to claim 1, characterized in that After determining the linear chord measurement value of the high-speed railway bridge according to the quantitative relationship and the vehicle body vibration acceleration limit value caused by the dynamic deformation of the high-speed railway bridge, the method further includes: The measured data of track irregularity on high-speed railway bridges are subjected to bandpass filtering, and the bridge linear chord measurement value is determined based on the filtered measured data of track irregularity.

8. A device for determining the linear operation and maintenance standard of a long-span bridge, characterized in that: include: The quantitative relationship determination module is used to obtain the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data measured on the high-speed railway bridge, and to perform statistical analysis on the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data to obtain the quantitative relationship between the track static long-wave height and low unevenness chord measurement values ​​and the vehicle body vertical acceleration data; The vehicle body vertical acceleration limit determination module is used to determine the vehicle body vertical acceleration limit caused by static long-wave height irregularities on the track on the high-speed railway bridge; The bridge dynamic deformation vehicle body vibration acceleration value determination module is used to analyze the coupled vibration data of the train and the bridge when the train passes on the high-speed railway bridge, and determine the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge; Track irregularity vehicle body vibration acceleration value determination module, used to perform statistical analysis on track irregularity measured data and vehicle body vibration acceleration measured data on high-speed railway bridges, and obtain vehicle body vibration acceleration values ​​caused by random track irregularity on high-speed railway bridges; The vehicle body vibration acceleration limit determination module is used to determine the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge according to the vehicle body vertical acceleration limit caused by the static long-wave height irregularity of the track on the high-speed railway bridge, the vehicle body vibration acceleration value caused by the dynamic deformation of the high-speed railway bridge and the vehicle body vibration acceleration value caused by the random irregularity of the track; The bridge linear chord measurement value determination module is used to determine the linear chord measurement value of the high-speed railway bridge according to the quantitative relationship and the vehicle body vibration acceleration limit caused by the dynamic deformation of the high-speed railway bridge.

9. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

11. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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