Method and system for evaluating periodic irregularity of track and bridge

Abstract

The invention discloses a track and bridge periodic irregularity assessment method and system, and belongs to the technical field of railway track safety. The method comprises the following steps: dividing the periodic deformation effect of a track and a bridge into track irregularity and interlayer rigidity periodic change of a track multi-layer structure system, and establishing an incidence relation between the periodic deformation of the track and the bridge and a track geometric state; then establishing a rigidity periodic change function between layers of the multi-layer structure system of the track under the deformation of the driving environment; based on the rigidity periodic change function, constructing a dynamic analysis model considering the periodic irregularity of the track and the bridge to obtain vehicle dynamic response data; according to vehicle dynamic response data or track geometric state, track and bridge structure periodic deformation is evaluated, the periodic frequency is calculated by adopting speed and wavelength, and periodic irregularity and random irregularity of the track and the bridge are judged according to continuous N times of periodic appearance. The method can evaluate and judge the periodic irregularity of the track and the bridge, and is beneficial to guarantee the stable operation of a high-speed train.

Description

Technical Field

[0001] The present invention relates to the field of railway track safety technology, and in particular to a method and system for evaluating periodic irregularity of tracks and bridges. Background Art

[0002] Years of operation of my country's high-speed railways have shown that ballastless tracks can continuously provide a highly smooth operating environment for high-speed trains, and can effectively ensure the stability and comfort of train operation. Ballastless tracks can be regarded as ultra-long spatial strip structures in the longitudinal direction of the line, and as multi-layer thin plate superposition systems in the elevation direction. In order to maintain the stability of the track structure and have good environmental adaptability and constructability, ballastless tracks on bridges generally adopt segmented structures, and the segment length is generally 4m to 7m. Temperature warping deformation is an inherent property of concrete thin plates. In the ballastless track structure, the track plate and the roadbed plate are fixed with fasteners to fix the rails. Their deformation directly affects the geometric state of the track, and forms periodic unevenness in the longitudinal direction of the line, and has seasonal variation characteristics. At the same time, the temperature deformation of the track plate / roadbed plate will also change the interlayer contact state, and then change the structural support state and force transmission system, making the ballastless track a complex spatial time-varying structural system; in addition, the span of my country's high-speed railway bridges generally adopts fixed spans such as 32m and 24m, and their creep arch and flexural deformation also show a certain periodicity. The dynamic response of the vehicle-track-bridge system is more complicated under the superposition of multiple periodic irregularities; and ballastless tracks are increasingly used in long and long span bridges of high-speed railways, but the deformation of large-span bridges caused by environmental deformation restricts the promotion and application of ballastless tracks.

[0003] At present, the deformation of track and bridge structures is mainly carried out from the perspective of structural stress, using static internal force analysis methods to calculate the structural bearing capacity. In terms of ensuring driving safety, the combination of track geometry random state amplitude and wavelength is mainly used as the input condition for calculation and analysis, or the on-site track dynamic assessment test parameters are used to control the deformation of track and bridge structures. The design values ​​of bridge creep deformation, vertical deflection-span ratio and track irregularity management values ​​during static and dynamic acceptance in existing specifications are mainly formulated based on relevant research results under non-periodic states. The periodic deformation of tracks and bridges will continuously form a continuous input of energy to driving dynamic performance, but a periodic assessment method has not yet been formed; random irregularity excitation is mainly used in the prediction model, and the impact of periodic irregularity is not considered; the relationship between the influence of periodic irregularity on track geometry and track multi-layer structure system has not been established; the track structure state is usually assessed using limit values ​​such as conventional safety parameters and comfort parameters, and the assessment under periodic continuous energy input is not considered. Summary of the invention

[0004] In view of this, the present invention provides a method and system for evaluating the periodic unevenness of tracks and bridges that at least solve some of the above-mentioned technical problems. The method and system can evaluate and identify the periodic unevenness of tracks and bridges, analyze and identify the periodic deformation of track and bridge structures, which is beneficial to ensuring the smooth operation of high-speed trains and providing support for improving the driving quality and maintenance level of rail transit in complex environments.

[0005] To achieve the above object, the technical solution adopted by the present invention is:

[0006] In a first aspect, an embodiment of the present invention provides a method for evaluating periodic irregularities of a track and a bridge, the method comprising the following steps:

[0007] S1. The periodic deformation effects of tracks and bridges are divided into two parts: track irregularity and periodic changes in interlayer stiffness of the track multi-layer structure system, and the correlation between the periodic deformation of tracks and bridges and the geometric state of the tracks is established;

[0008] S2. Use iterative calculation method to establish the periodic variation function of stiffness between layers of track multi-layer structure system under the deformation of driving environment;

[0009] S3. Based on the stiffness periodic variation function, a dynamic analysis model considering the periodic irregularities of the track and the bridge is constructed; and the dynamic response data of the vehicle is obtained by using the dynamic analysis model;

[0010] S4. Evaluate the periodic deformation of the track and bridge structure based on the vehicle dynamic response data or the track geometry state, calculate the periodic frequency using speed and wavelength, and use N consecutive periodic occurrences to distinguish between periodic and random irregularities of the track and bridge.

[0011] In an optional embodiment, the method further comprises:

[0012] S5. Establish train warning indicators and limit indicators. When the periodic unevenness of tracks and bridges exceeds the corresponding indicators, issue warnings or restrict operations.

[0013] In an optional implementation, in step S1, the association relationship between the periodic deformation of the track and bridge and the geometric state of the track is established, and the specific process includes:

[0014] Environmental parameters and structural parameters are collected, and the finite element analysis model is used to analyze the track and bridge deformation and the resulting track irregularity under different parameter conditions. The structural deformation prediction model is used to establish the correlation between the periodic deformation characteristics of the track and bridge and the track irregularity characteristics, and the periodic rail irregularity superimposed on random irregularity is used as the input condition for the track geometric irregularity state.

[0015] In an optional embodiment, in step S2, an iterative calculation method is used to establish a periodic variation function of the stiffness between layers of the track multi-layer structure system under the deformation of the driving environment, and the function formula is:

[0016]

[0017] Where, K is the stiffness of the track plate and the base under normal contact state, L is the length of the track plate; α is the stiffness coefficient; is the effective contact length coefficient; x is the length of the unit track plate; the formula is the spring stiffness of a single sleeper on one side of the rail, α and According to the contact state between the track plate and the base, the method of equal stiffness under the rail is adopted to determine it.

[0018] In an optional embodiment, in step S3, in the constructed dynamic analysis model, the vehicle body is changed from a traditional rigid body to an elastic body, and the interlayer contact adopts a periodic stiffness variation function relationship to automatically form the contact stiffness according to the spatial position and set parameters.

[0019] In an optional embodiment, in step S3, vehicle dynamic response data is also obtained based on the measured dynamic responses of the axle box, bogie and vehicle body.

[0020] In a second aspect, an embodiment of the present invention further provides a track and bridge periodic irregularity assessment system, which applies the above-mentioned track and bridge periodic irregularity assessment method to perform track and bridge periodic irregularity assessment, and the system includes:

[0021] The module for establishing the correlation relationship is used to divide the periodic deformation effects of tracks and bridges into two parts: track irregularity and periodic changes in stiffness between layers of the track multi-layer structure system, and to establish the correlation relationship between the periodic deformation of tracks and bridges and the geometric state of the tracks;

[0022] The periodic function establishment module is used to establish the periodic variation function of the stiffness between the layers of the track multi-layer structure system under the deformation of the driving environment by using an iterative trial calculation method;

[0023] A vehicle dynamic response acquisition module is used to construct a dynamic analysis model that takes into account the periodic irregularities of tracks and bridges based on the stiffness periodic variation function; and to acquire vehicle dynamic response data using the dynamic analysis model;

[0024] The periodic irregularity identification module is used to evaluate the periodic deformation of track and bridge structures according to the vehicle dynamic response data or track geometry state, calculate the periodic frequency by using speed and wavelength, and identify the periodic and random irregularities of tracks and bridges by N consecutive periodic occurrences.

[0025] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor executes the machine executable instructions to implement the above-mentioned method for evaluating periodic irregularities of tracks and bridges.

[0026] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for evaluating periodic irregularities of tracks and bridges as described above.

[0027] Compared with the prior art, the present invention has at least the following beneficial effects:

[0028] The present invention proposes a method and system for evaluating the periodic unevenness of tracks and bridges. The present invention can evaluate and determine the periodic unevenness of tracks and bridges, analyze and identify the periodic deformation of track and bridge structures, which is beneficial to ensuring the smooth operation of high-speed trains and providing support for improving the driving quality and maintenance level of rail transit in complex environments.

[0029] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description and the accompanying drawings.

[0030] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0033] Figure 1 A schematic flow chart of a method for evaluating periodic irregularities of tracks and bridges provided in an embodiment of the present invention.

[0034] Figure 2 A schematic diagram of the interlayer contact state evaluation process provided by an embodiment of the present invention.

[0035] Figure 3A schematic diagram of the structure of a track and bridge periodic irregularity assessment system provided in an embodiment of the present invention.

[0036] Figure 4 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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.

[0038] In the description of the present invention, it should be noted that: in some processes described in the specification and drawings of this application, multiple operations appearing in a specific order are included, but it should be clearly understood that these operations may not be performed in the order in which they appear in this document or may be performed in parallel. In addition, various serial numbers are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0039] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. 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.

[0040] See also Figure 1 As shown, the present invention provides a method for evaluating periodic irregularities of tracks and bridges, the method mainly comprising the following steps:

[0041] S1. The periodic deformation effects of tracks and bridges are divided into two parts: track irregularity and periodic changes in interlayer stiffness of the track multi-layer structure system, and the correlation between the periodic deformation of tracks and bridges and the geometric state of the tracks is established;

[0042] S2. Use iterative calculation method to establish the periodic variation function of stiffness between layers of track multi-layer structure system under the deformation of driving environment;

[0043] S3. Based on the periodic stiffness variation function, a dynamic finite element analysis model and a vehicle dynamics model of the infrastructure are constructed, which can take into account the inter-layer stiffness variation caused by the periodic irregularities of the track and bridge. A dynamic analysis model of the vehicle-track-bridge coupling system is established through the wheel-rail interaction relationship, and the dynamic response data of the vehicle is obtained using the dynamic analysis model.

[0044] S4. Evaluate the periodic deformation of the track and bridge structure based on the vehicle dynamic response data or the track geometry state, calculate the periodic frequency using speed and wavelength, and use N consecutive periodic occurrences to distinguish between periodic and random irregularities of the track and bridge.

[0045] The specific implementation mode and working principle of the method of the present invention are described in detail below:

[0046] High smoothness is the requirement of high-speed railway driving quality for ballastless track, and ballastless track is mostly unit structure, with track unit length of 4 to 7m, and typical bridge unit length of 32m. Tracks and bridges produce periodic deformation under environmental effects, which produces vertical geometric unevenness of the track and causes periodic changes in interlayer stiffness of the track multi-layer structure system. When using the vehicle-track prediction model to analyze the influence of periodic deformation, due to the large model, short integral step length under high frequency, the number of calculation steps is often more than hundreds of thousands. The deformation of the track structure with fixed length and recycled and the underground foundation produces periodic changes in the contact state between the rails and the structural layers. In the calculation process of hundreds of thousands of load steps, if the periodic unevenness of the rails and the periodic stiffness state between the layers are unknown in each load step, they need to be calculated through dozens or hundreds of iterative calculations, which will make the calculation very large or even impossible to carry out. The invention proposes a calculation method for the periodic unevenness of rails and the periodic stiffness between layers, and simultaneously determines the periodic variation of the track structure by analyzing the frequency characteristics of field measured data.

[0047] In the embodiment of the present invention, it is proposed to divide the periodic deformation effects of tracks and bridges into two parts: track unevenness and periodic changes in interlayer stiffness of multi-layer structural systems. During the dynamic analysis process, the periodic track unevenness and the periodic interlayer stiffness distribution are used as calculation inputs to achieve huge calculations under complex conditions.

[0048] The track structure on the bridge is usually composed of rails, fasteners, track plates, bases, bridges and other structures. The track plates will produce arching or deflection under the action of temperature gradient, and the bridge will produce arching and other deformations under the action of creep and temperature. The deformation of the track plates and the bridge is mapped to the rails, and the vertical geometry of the rails directly affects the driving quality.

[0049] In the embodiment of the present invention, environmental parameters (annual temperature change, daily temperature change, sunshine intensity, sunshine time, humidity, wind speed, etc.) and structural parameters (structural length, thickness, structural composition, interlayer connection relationship and contact stiffness, etc.) are collected, and a thermo-solid coupling model is used to grasp the temperature distribution law in the structure. A finite element analysis model is used to analyze the track and bridge deformation caused by environmental deformation under different temperatures, creep, etc., as well as the track irregularity caused thereby. On the basis of this analysis, the deformation data is fitted, and a correlation between the periodic deformation characteristics of the track and bridge and the track irregularity characteristics is established. The periodic unevenness of the rail superimposed on the random unevenness is used as the track geometric irregularity input condition.

[0050] Ballastless track can be regarded as an ultra-long spatial strip structure in the longitudinal direction of the line, and as a multi-layer thin plate superposition system in the elevation direction. In order to maintain the stability of the track structure and have good environmental adaptability and constructability, the ballastless track on the bridge generally adopts a segmented structure, and the segment length is generally 4m to 7m. Temperature warping deformation is an inherent property of concrete thin plates. In the ballastless track structure, the track plate and the ballast bed plate are fixed with fasteners to fix the rails. The temperature deformation of the track plate / ballast bed plate will also change the interlayer contact state, and then change the structural support state and force transmission system, making the ballastless track a complex spatial time-varying structural system;

[0051] In the embodiment of the present invention, an iterative calculation method is used to establish a periodic variation function of the interlayer stiffness of the multilayer structure system under normal driving environment deformation, and the periodic function is used as the input condition of the interlayer contact stiffness. The specific establishment process is as follows:

[0052] The temperature gradient causes the change of the stiffness under the track slab. Under the positive temperature gradient, the track slab arches in the middle, the plate ends deflect downward, and the stiffness in the plate decreases. According to the contact state analysis of the multi-layer structure, stiffness functions are established according to various states such as strong contact, weak contact, and voiding. The multi-function method is used to fit the stiffness distribution under the track slab. The stiffness formula under the track slab under the positive temperature gradient is as follows. The damping under the track slab takes a fixed multiple of the stiffness.

[0053]

[0054] Where K is the stiffness of the track plate and the base under normal contact, and L is the length of the track plate. This formula is the spring stiffness of a single sleeper on one side of the rail, and α is the stiffness coefficient; is the effective contact length coefficient; α and According to the contact state between the track plate and the base, the method of equal stiffness under the track is used to determine that x is the length of the unit track plate; the process is as follows Figure 2As shown in the figure; the refined model in the figure refers to the static calculation finite element model established according to the actual situation using the existing technology. After the structure is deformed, the static axle load P is applied. The interlayer contact state is calculated through multiple iterations. Under the condition of satisfying the displacement convergence, the overall track stiffness under the action of this section P is obtained. Similarly, the distribution state KK of the overall track stiffness along different sections is calculated. The relative displacement of the two layers of the track and the foundation state of the two layers are obtained in the refined model. According to the contact state of the two layers, α and The dynamic model assumes that the interlayer contact stiffness after deformation is calculated according to the k(x) formula and the estimated α and Take the value distribution, establish the structural finite element model, adopt the train uniaxial P moving loading method, and obtain the distribution state KK1 of the overall stiffness of the track along different sections under the assumed conditions. If the overall stiffness calculated by the dynamic model is the same as the overall stiffness calculated by the refined model, the parameters are determined, otherwise the parameters are fine-tuned according to whether the displacement is too large or too small.

[0055] A dynamic analysis model of the vehicle-track-bridge coupling system is established. This model is mainly improved based on the existing analysis method. The vehicle body is changed from a traditional rigid body to an elastic body. The traditional contact between the structural layers is a fixed value. Here, a contact model that can change with space is established according to the periodic stiffness variation function. The method is that the interlayer contact adopts a functional relationship in the program, and the contact stiffness is automatically formed according to the spatial position and the set parameters; a dynamic analysis model of the vehicle-track-bridge coupling system that can take into account the periodic deformation of the track and bridge is formed. Based on this model, an analysis system can be formed, and analysis and calculation can be carried out to obtain the dynamic response of the vehicle.

[0056] In the embodiment of the present invention, in addition to simulation calculation, the vehicle dynamic response can also be based on the on-site measured dynamic response of the axle box, bogie, and vehicle body, and the test data of the dynamic detection vehicle can be collected as the dynamic response analysis data for periodic evaluation.

[0057] Furthermore, the periodic deformation of the structure is determined according to the dynamic response of the vehicle or the geometric state of the track, the wavelength is determined according to the length of the track plate and the span of the bridge, and the periodic frequency is calculated using the speed and wavelength. The periodic irregularity and random irregularity are distinguished by the continuous N-time periodic occurrence. (The time domain analysis method can be used: according to the measured vertical geometric irregularity of the track, several periodic deformation sections appear N times (for example, 3 or 5) in a row, or the frequency domain analysis method is used to calculate the frequency according to the length and speed of the periodic deformation of the structure, and the vehicle dynamic response (the axle box acceleration can be used) is determined as a periodic irregularity in the section where the amplitude increases by 20% in the corresponding frequency band after spectrum analysis.) Random irregularity always exists, and here it is judged whether there is periodic irregularity on the basis of random irregularity.

[0058] In a specific implementation, train warning indicators and limit indicators are also established, and evaluation is carried out from the perspective of wheel-rail interaction and vehicle vibration response parameters. For periodic unevenness sections, a length of 100m or 200m is used as a unit. The wheel-rail interaction within this length mainly focuses on the increase in the wheel weight reduction rate, and the vehicle vibration response parameters mainly focus on the bogie acceleration amplitude, body comfort evaluation parameters, and body acceleration amplitude.

[0059] In the embodiment of the present invention, when the periodic unevenness of the track and bridge makes the evaluation parameter greater than 50% compared with the normal situation, it is used as a warning indicator; when the evaluation parameter is close to the existing limit value, it is used as a limit indicator. The periodic unevenness of the track and bridge based on the driving performance analysis is evaluated to provide support for improving the driving quality and maintenance level of rail transit in complex environments.

[0060] From the description of the above embodiments, those skilled in the art can know that the present invention provides a method for evaluating periodic irregularities of tracks and bridges. The method of the present invention considers the periodic deformation of the focused track and bridge structure, and adopts the track geometric irregularities superimposed on the periodic irregularities based on the power spectrum as the vibration excitation of the vehicle-track system in the prediction model. The interlayer contact state of the multi-layer structure system of the track changes due to environmental deformation, and a prediction model that can consider the change of the interlayer contact state under periodic deformation is established. The dynamic analysis of the vehicle-track system under driving conditions is carried out, and the prediction model results or the field measurement results are used to carry out evaluation from the wheel-rail action relationship and the vehicle body vibration response parameters, which is conducive to ensuring the smooth operation of high-speed trains and providing support for improving the driving quality and maintenance level of rail transit in complex environments.

[0061] Further, refer to Figure 3 As shown, the present invention also provides a track and bridge periodic irregularity assessment system, which is applied to a track and bridge periodic irregularity assessment method in the above embodiment to perform track and bridge periodic irregularity assessment, and the system includes:

[0062] The module for establishing the correlation relationship is used to divide the periodic deformation effects of tracks and bridges into two parts: track irregularity and periodic changes in stiffness between layers of the track multi-layer structure system, and to establish the correlation relationship between the periodic deformation of tracks and bridges and the geometric state of the tracks;

[0063] The periodic function establishment module is used to establish the periodic variation function of the stiffness between the layers of the track multi-layer structure system under the deformation of the driving environment by using an iterative trial calculation method;

[0064] A vehicle dynamic response acquisition module is used to construct a dynamic analysis model that takes into account the periodic irregularities of tracks and bridges based on the stiffness periodic variation function; and to acquire vehicle dynamic response data using the dynamic analysis model;

[0065] The periodic irregularity identification module is used to evaluate the periodic deformation of track and bridge structures according to the vehicle dynamic response data or track geometry state, calculate the periodic frequency by using speed and wavelength, and identify the periodic and random irregularities of tracks and bridges by N consecutive periodic occurrences.

[0066] The implementation principle and technical effects of the system provided in the embodiment of the present invention are the same as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the system embodiment, reference can be made to the corresponding contents in the aforementioned method embodiment, which will not be repeated here.

[0067] Further, refer to Figure 4 As shown, an embodiment of the present invention also provides an electronic device for evaluating periodic irregularities of tracks and bridges. The electronic device may include a processor 10, a memory 11, a communication bus 12, and a communication interface 13. It may also include a computer program stored in the memory 11 and executable on the processor 10 to execute the method or system in the above embodiment.

[0068] In some embodiments, the processor 10 may be composed of an integrated circuit, for example, a single packaged integrated circuit, or a plurality of packaged integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor 10 is the control core (Control Unit) of the electronic device, and uses various interfaces and lines to connect various components of the entire electronic device, and executes various functions of the electronic device and processes data by running or executing programs or modules stored in the memory 11, and calling data stored in the memory 11.

[0069] In addition, an embodiment of the present invention also provides a storage medium on which one or more programs readable by a computing device are stored, and the one or more programs include instructions, which, when executed by the computing device, enable the computing device to execute a method for evaluating periodic irregularities of tracks and bridges in the above-mentioned embodiment.

[0070] In the embodiment of the present invention, the storage medium may be, for example, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples of storage media (a non-exhaustive list) include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, and any suitable combination thereof.

[0071] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, electronic devices, or computer program products, etc. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. 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 codes.

[0072] It should be noted that the word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The present invention can be implemented by means of hardware comprising a number of different components and by means of a suitably programmed computer. The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other.

[0073] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for evaluating periodic irregularities of tracks and bridges, characterized in that: The method comprises the following steps: S1. The periodic deformation effects of tracks and bridges are divided into two parts: track irregularity and periodic changes in interlayer stiffness of the track multi-layer structure system, and the correlation between the periodic deformation of tracks and bridges and the geometric state of the tracks is established; S2. Use iterative calculation method to establish the periodic variation function of stiffness between layers of track multi-layer structure system under the deformation of driving environment; S3. Based on the stiffness periodic variation function, a dynamic analysis model considering the periodic irregularities of the track and the bridge is constructed; and the dynamic response data of the vehicle is obtained by using the dynamic analysis model; S4. Evaluate the periodic deformation of the track and bridge structure based on the vehicle dynamic response data or the track geometry state, calculate the periodic frequency using speed and wavelength, and use N consecutive periodic occurrences to distinguish between periodic and random irregularities of the track and bridge.

2. A method for evaluating periodic irregularities of tracks and bridges according to claim 1, characterized in that: The method further includes: S5. Establish train warning indicators and limit indicators. When the periodic unevenness of tracks and bridges exceeds the corresponding indicators, issue warnings or restrict operations.

3. A method for evaluating periodic irregularities of tracks and bridges according to claim 1, characterized in that: In step S1, the correlation between the periodic deformation of the track and bridge and the geometric state of the track is established. The specific process includes: Environmental parameters and structural parameters are collected, and the finite element analysis model is used to analyze the track and bridge deformation and the resulting track irregularity under different parameter conditions. The structural deformation prediction model is used to establish the correlation between the periodic deformation characteristics of the track and bridge and the track irregularity characteristics, and the periodic rail irregularity superimposed on random irregularity is used as the input condition for the track geometric irregularity state.

4. A method for evaluating periodic irregularities of tracks and bridges according to claim 1, characterized in that: In step S2, an iterative calculation method is used to establish a periodic variation function of the stiffness between layers of the track multi-layer structure system under the deformation of the driving environment. The function formula is: Where, K is the stiffness of the track plate and the base under normal contact state; L is the length of the track plate; α is the stiffness coefficient; is the effective contact length coefficient; x is the length of the unit track plate.

5. A method for evaluating periodic irregularities of tracks and bridges according to claim 1, characterized in that: In step S3, in the constructed dynamic analysis model, the vehicle body is changed from a traditional rigid body to an elastic body, and the interlayer contact adopts a periodic stiffness variation function relationship to automatically form the contact stiffness according to the spatial position and the set parameters.

6. A method for evaluating periodic irregularities of tracks and bridges according to claim 1, characterized in that: In step S3, vehicle dynamic response data is also obtained based on the measured dynamic responses of the axle box, bogie and vehicle body.

7. A track and bridge periodic irregularity assessment system, characterized in that: The method for evaluating periodic irregularity of a track and a bridge as claimed in any one of claims 1 to 6 is used to evaluate periodic irregularity of a track and a bridge, and the system comprises: The module for establishing the correlation relationship is used to divide the periodic deformation effects of tracks and bridges into two parts: track irregularity and periodic changes in stiffness between layers of the track multi-layer structure system, and to establish the correlation relationship between the periodic deformation of tracks and bridges and the geometric state of the tracks; The periodic function establishment module is used to establish the periodic variation function of the stiffness between the layers of the track multi-layer structure system under the deformation of the driving environment by using an iterative trial calculation method; A vehicle dynamic response acquisition module is used to construct a dynamic analysis model that takes into account the periodic irregularities of tracks and bridges based on the stiffness periodic variation function; and to acquire vehicle dynamic response data using the dynamic analysis model; The periodic irregularity identification module is used to evaluate the periodic deformation of track and bridge structures according to the vehicle dynamic response data or track geometry state, calculate the periodic frequency by using speed and wavelength, and identify the periodic and random irregularities of tracks and bridges by N consecutive periodic occurrences.

8. An electronic device, characterized in that: It includes a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor executes the machine executable instructions to implement a method for evaluating periodic irregularities of tracks and bridges as described in any one of claims 1-6.

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