Method and device for track bed maintenance, stabilizing vehicle and storage medium

Abstract

The embodiment of the invention provides a ballast bed maintenance method and device, a stabilizing vehicle and a storage medium, and relates to the technical field of rail transit, the method comprises the following steps: detecting an actual superelevation value of a line, and obtaining a theoretical superelevation value of the line; according to the actual superelevation value and the theoretical superelevation value, the sinking adjustment amount of the line is determined; and the stable pressing force of the stable pressing device is adjusted according to the sinking adjusting amount. The subsidence adjusting amount of the line is determined based on the actual superelevation value and the theoretical superelevation value of the line obtained in real time, the downward pressing force of the stable downward pressing device is adjusted in time to stabilize the railway line, real-time feedback adjustment of geometric parameters of the railway line is achieved, the influence of superelevation and longitudinal flatness of the line on maintenance of the railway line is well controlled, and the maintenance efficiency of the railway line is improved. And the quality of stable operation of the railway line is improved, so that the stability and the safety of the railway line are enhanced.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit, and in particular, to a method and device for track bed maintenance, a stabilizer car, and a storage medium. Background Art

[0002] Currently, railway lines face problems such as line wear and aging, and track geometry deviation, resulting in a decline in the stability of the track bed. With the increase in train speed and transportation load, the above problems make it easier for trains to jolt during operation, reducing passenger comfort and even causing damage to track components or train operation accidents, thus affecting the safety and efficiency of railway transportation. Therefore, higher requirements are currently placed on the maintenance and management of railway lines.

[0003] The operation method of the existing track bed stabilizer car mainly relies on a constant downward pressure and frequency to perform stabilization operations on railway lines. The track bed stabilizer car travels along the track, and its downward pressing device compacts the track bed under the track with a preset force in order to achieve the purpose of stabilizing the track.

[0004] However, the existing technology can achieve the maintenance of rail transit to a certain extent. However, in the actual application process, the superelevation degrees of tracks at different positions are not the same. Using a constant downward pressure and frequency to perform stabilization operations on railway lines may not be applicable to tracks at different positions, resulting in uneven track height and affecting the stability and safety of railway lines. Summary of the Invention

[0005] In order to solve one of the above technical defects, a method and device for track bed maintenance, a stabilizer car, and a storage medium are provided in the embodiments of the present application.

[0006] According to the first aspect of the embodiments of the present application, a method for track bed maintenance is provided, which is applied to a stabilizer car including a stable downward pressing device for applying a stable downward pressure to the line; the method includes: Detect the actual superelevation value of the line and obtain the theoretical superelevation value of the line; Determine the sinking adjustment amount of the line according to the actual superelevation value and the theoretical superelevation value; Adjust the stable downward pressure of the stable downward pressing device according to the sinking adjustment amount.

[0007] In an optional embodiment of the present application, the stabilizer car includes multiple inspection cars, and at least one of the inspection cars is provided with a line superelevation sensor; detecting the actual superelevation value of the line includes: Obtain the detection values of at least one line superelevation sensor; When only the detection value of one line superelevation sensor is obtained, directly use the obtained detection value as the actual superelevation value of the line; When the detection values of multiple track super-elevation sensors are obtained, the multiple detection values are converted into the actual super-elevation value of the track through a mathematical method.

[0008] In an optional embodiment of the present application, converting the multiple detection values into the actual super-elevation value of the track through a mathematical method includes: Determining the average value of the multiple detection values as the actual super-elevation value of the track; or, Determining the weighted average value of the multiple detection values as the actual super-elevation value of the track.

[0009] In an optional embodiment of the present application, the multiple inspection vehicles include a first inspection vehicle at the head of the vehicle body, a second inspection vehicle at the tail of the vehicle body, and a third inspection vehicle disposed between the head and the tail of the vehicle body. Among them, a track super-elevation sensor is provided on the first inspection vehicle, the second inspection vehicle, and / or the third inspection vehicle; obtaining the detection values of at least one track super-elevation sensor includes: Obtaining a first detection value of the track super-elevation sensor on the first inspection vehicle and / or a second detection value of the track super-elevation sensor on the second inspection vehicle and / or a third detection value of the track super-elevation sensor on the third inspection vehicle.

[0010] In an optional embodiment of the present application, converting the multiple detection values into the actual super-elevation value of the track through a mathematical method includes: According to the interval distances of the first inspection vehicle, the second inspection vehicle, and the third inspection vehicle, determining a first weighting coefficient of the first detection value, a second weighting coefficient of the second detection value, and a third weighting coefficient of the third detection value; Calculating the weighted average value of the first detection value, the second detection value, and the third detection value according to the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient; Determining the weighted average value as the actual super-elevation value of the track.

[0011] In an optional embodiment of the present application, determining the sinking adjustment amount of the track according to the actual super-elevation value and the theoretical super-elevation value includes: Determining the sinking adjustment amount of the track according to the actual super-elevation value and the theoretical super-elevation value includes: inputting the actual super-elevation value and the theoretical super-elevation value into an operation amount calculation model to obtain the sinking adjustment amount of the track.

[0012] In an optional embodiment of the present application, adjusting the stable downward pressure of the stable downward pressure device according to the sinking adjustment amount includes: Determining the target pressure corresponding to the sinking adjustment amount according to a preset corresponding relationship; Determining the target pressure as the stable downward pressure.

[0013] According to the second aspect of the embodiments of the present application, a device for track bed maintenance is provided, including a processor and a memory storing program instructions. The processor is configured to execute the method for track bed maintenance in the first aspect of the embodiments of the present application when running the program instructions.

[0014] According to the third aspect of the embodiments of the present application, a stabilizer car is provided, including: A stabilizer car body, including a plurality of inspection cars and a stabilizing downward pressure device for applying a stabilizing downward pressure to the track; wherein, at least one inspection car is provided with a track superelevation sensor; the plurality of inspection cars include a first inspection car at the head of the car body, a second inspection car at the tail of the car body, and a third inspection car arranged between the head and the tail of the car body. Among them, the first inspection car, the second inspection car, and / or the third inspection car are provided with a track superelevation sensor; and, The device for track bed maintenance in the second aspect of the embodiments of the present application is installed on the stabilizer car body.

[0015] According to the fourth aspect of the embodiments of the present application, a computer-readable storage medium is provided, on which a computer program is stored; the computer program is executed by a processor to implement the method for track bed maintenance in any one of the first aspects of the embodiments of the present application.

[0016] Adopting the method for track bed maintenance provided in the embodiments of the present application has the following beneficial effects: The present application detects the actual superelevation value of the track, obtains the theoretical superelevation value of the track, determines the subsidence adjustment amount according to the actual superelevation value and the theoretical superelevation value, and finally adjusts the stabilizing downward pressure of the stabilizing downward pressure device according to the subsidence adjustment amount. Based on the real-time obtained actual superelevation value and theoretical superelevation value of the track, the subsidence adjustment amount of the track is determined, and the downward pressure of the stabilizing downward pressure device is adjusted in time to perform stabilizing operations on the railway track, realizing real-time feedback adjustment of the geometric parameters of the railway track, reducing the impact of different superelevation degrees of the railway track at different positions on the maintenance of the railway track, improving the quality of the stabilizing operations on the railway track, and thus enhancing the stability and safety of the railway track. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present application, form a part of the present application, and the schematic embodiments and descriptions thereof are used to explain the present application, and do not constitute an improper limitation to the present application. In the drawings: Figure 1 is a schematic structural diagram of a stabilizer car provided by an embodiment of the present application; Figure 2 is a schematic diagram of a method for track bed maintenance provided by an embodiment of the present application; Figure 3It is a schematic diagram of another method for track bed maintenance provided by an embodiment of the present application; Figure 4 It is a schematic diagram of another method for track bed maintenance provided by an embodiment of the present application; Figure 5 It is a schematic diagram of another method for track bed maintenance provided by an embodiment of the present application; Figure 6 It is a schematic diagram of a device for track bed maintenance provided by an embodiment of the present application.

[0018] Reference Signs: 1: First inspection vehicle; 2: Second inspection vehicle; 3: Third inspection vehicle; 4: Line superelevation sensor; 5: Left and right cross-leveling sensor; 6: Left rail; 7: Right rail; 800: Device for track bed maintenance; 801: Processor; 802: Memory; 803: Communication interface; 804: Bus; 900: Stabilization vehicle. Detailed Embodiments

[0019] In order to make the technical solutions and advantages in the embodiments of the present application clearer and more understandable, the following further details the exemplary embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than an exhaustive list of all embodiments. It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0020] As Figure 1 shown, the present application proposes a method for track bed maintenance. In combination with Figure 1 shown, an embodiment of the present application provides a stabilization vehicle: In Figure 1 , the definitions of the following English terms are as follows: Left Rail: Left track; Right Rail: Right track; Rear Bogie Center: Rear bogie center; Front Bogie Center: Front bogie center; The stabilizer car includes multiple inspection cars and a stabilizing downward pressure device for applying a stabilizing downward pressure to the track. Among them, the track includes a left rail 6 and a right rail 7. At least one inspection car is provided with a track superelevation sensor 4, which is used to detect the height difference between the corresponding positions of the left rail 6 and the right rail 7 of the railway track. The multiple inspection cars include a first inspection car 1 at the head of the car body, a second inspection car 2 at the tail of the car body, and a third inspection car 3 arranged between the head and the tail of the car body. The track superelevation sensor 4 is provided on the first inspection car 1, the second inspection car 2, and / or the third inspection car 3. A left-right leveling sensor 5 may also be provided on the third inspection car 3, which is used to detect whether different positions of the left rail 6 of the railway track are level, and whether different positions of the right rail 7 are level. The stabilizer car further includes a processor, which is electrically connected to the above-mentioned electrical components and is used to control the above-mentioned electrical components to perform actions.

[0021] Figures 2 to 4 It is a schematic diagram of the method for ballast bed maintenance provided by the embodiment of the present application. Any of the following methods can be executed in the stabilizer car, or can also be executed in a server or a terminal device that is communicatively connected to the stabilizer car. In the embodiment of the present application, the stabilizer car is used as the execution subject to illustrate the solution.

[0022] Based on the structure of the above-mentioned stabilizer car, as Figure 2 shown, the embodiment of the present application provides a method for ballast bed maintenance, including: S21: The stabilizer car detects the actual superelevation value of the track and obtains the theoretical superelevation value of the track.

[0023] S22: The stabilizer car determines the sinking adjustment amount according to the actual superelevation value and the theoretical superelevation value.

[0024] S23: The stabilizer car adjusts the stabilizing downward pressure of the stabilizing downward pressure device according to the sinking adjustment amount.

[0025] In the embodiment of the present application, the track superelevation value refers to the height difference between the corresponding positions of the left rail and the right rail. The actual superelevation value refers to the height difference between the corresponding positions of the currently detected left rail and right rail. The theoretical superelevation value refers to the height difference between the corresponding positions of the left rail and the right rail calculated according to the theoretical track file. The stabilizer car adjusts the stabilizing downward pressure of the stabilizing downward pressure device according to the sinking adjustment amount, so that the height difference between the corresponding positions of the left rail and the right rail is within the error range of the theoretical superelevation value.

[0026] By using the method for track bed maintenance provided in the embodiments of the present application, the actual superelevation value of the line is detected, the theoretical superelevation value of the line is obtained, and based on the actual superelevation value and the theoretical superelevation value, the subsidence adjustment amount of the line is determined. Finally, according to the subsidence adjustment amount, the stable downward pressure of the stable downward pressure device is adjusted. By determining the subsidence adjustment amount of the line based on the real-time obtained actual superelevation value and theoretical superelevation value of the line and timely adjusting the downward pressure of the stable downward pressure device to perform stable operation on the railway line, real-time feedback adjustment of the geometric parameters of the railway line is achieved, the influence of different superelevation degrees of railway lines at different positions on railway line maintenance is reduced, the quality of stable operation on the railway line is improved, and thus the stability and safety of the railway line are enhanced.

[0027] Based on the structure of the stabilizer car described above, as Figure 3 shown, the embodiments of the present application provide a method for track bed maintenance, including: S31: The stabilizer car obtains the detection values of at least one line superelevation sensor.

[0028] S32: When only the detection value of one line superelevation sensor is obtained, the stabilizer car directly uses the obtained detection value as the actual superelevation value of the line.

[0029] S33: When the detection values of multiple line superelevation sensors are obtained, the stabilizer car converts the multiple detection values into the actual superelevation value of the line through a mathematical method.

[0030] S34: The stabilizer car obtains the theoretical superelevation value of the line.

[0031] S22: The stabilizer car determines the subsidence adjustment amount of the line according to the actual superelevation value and the theoretical superelevation value.

[0032] S23: The stabilizer car adjusts the stable downward pressure of the stable downward pressure device according to the subsidence adjustment amount.

[0033] Using the method for track bed maintenance provided by the embodiments of the present application, the detection value is obtained through at least one track elevation sensor. When only the detection value of one track elevation sensor is obtained, the stabilization vehicle directly uses the obtained detection value as the actual track elevation value of the line. When only one track elevation sensor provides data, the processing flow can be simplified. Especially in the case where the track elevation sensors are sparsely distributed or in specific detection scenarios, this single detection value is directly regarded as the actual track elevation value of the line, so that the stabilization vehicle can quickly respond and make adjustments. When the detection values of multiple track elevation sensors are obtained, the stabilization vehicle converts the multiple detection values into the actual track elevation value of the line through a mathematical method. Further, when the stabilization vehicle is equipped with multiple track elevation sensors, the average value or weighted average value of the multiple detection values can be calculated by a mathematical method to obtain a more comprehensive and reliable actual track elevation value of the line, thereby reducing the influence of possible errors or outliers of a single track elevation sensor on the overall evaluation of the railway line and improving the accuracy and stability of the track elevation detection result.

[0034] Optionally, the stabilization vehicle converts the multiple detection values into the actual track elevation value of the line through a mathematical method, including: the stabilization vehicle determines the average value of the multiple detection values as the actual track elevation value of the line; or, the stabilization vehicle determines the weighted average value of the multiple detection values as the actual track elevation value of the line.

[0035] Based on this, the stabilization vehicle determines the average value of the multiple detection values as the actual track elevation value of the line. When the average value is used as the actual track elevation value of the line, the detection value of each track elevation sensor is given the same weight. In the case where the track elevation sensors are evenly distributed and the contribution of each track elevation sensor to the detection result of the final actual track elevation value is equal, the method of using the average value is simpler and more direct. The stabilization vehicle determines the weighted average value of the multiple detection values as the actual track elevation value of the line. When the weighted average value is used as the actual track elevation value of the line, the stabilization vehicle will assign different weights to the detection values of the track elevation sensors at different positions according to the position of each track elevation sensor, the accuracy of historical data, or other relevant factors. For example, if the track elevation sensor is located at a key position on the curve section, or the historical data of this track elevation sensor shows higher accuracy, then a greater weight can be assigned to the detection value of this track elevation sensor. Considering the contribution of different track elevation sensors to the accuracy of the detection result of the actual track elevation value of the line, it can more accurately reflect the actual track elevation value of the line in the case where the track elevation sensors are unevenly distributed on the stabilization vehicle or the line conditions are complex and changeable.

[0036] Based on the above structure of the stabilization vehicle, as Figure 4 shown, the embodiments of the present application provide a method for track bed maintenance, including: S41: The stabilizer vehicle obtains the first detection value of the track superelevation sensor on the first inspection vehicle and / or the second detection value of the track superelevation sensor on the second inspection vehicle and / or the third detection value of the track superelevation sensor on the third inspection vehicle.

[0037] S32: When only the detection value of one track superelevation sensor is obtained, the stabilizer vehicle directly uses the obtained detection value as the actual superelevation value of the track.

[0038] S33: When the detection values of multiple track superelevation sensors are obtained, the stabilizer vehicle converts the multiple detection values into the actual superelevation value of the track through a mathematical method.

[0039] S34: The stabilizer vehicle obtains the theoretical superelevation value of the track.

[0040] S22: The stabilizer vehicle determines the sinking adjustment amount of the track based on the actual superelevation value and the theoretical superelevation value.

[0041] S23: The stabilizer vehicle adjusts the stable downward pressure of the stable downward pressure device according to the sinking adjustment amount.

[0042] In the embodiment of the present application, left and right leveling sensors may also be provided on the third inspection vehicle to detect whether there is a vertical height difference in the track direction at different positions of the left rail and whether there is a vertical height difference in the track direction at different positions of the right rail. Thus, according to the detection results, the operating personnel can be reminded in time, and the downward pressure of the stable downward pressure device can be corrected to make the vertical height difference in the track direction of the left rail and the right rail less than the second threshold.

[0043] By using the method for track bed maintenance provided in the embodiment of the present application, the first inspection vehicle is located at the front end of the stabilizer vehicle and is responsible for detecting the track superelevation value of the front track. The second inspection vehicle is located at the rear end of the stabilizer vehicle and is responsible for detecting the track superelevation value of the rear track. The third inspection vehicle is located in the middle of the stabilizer vehicle and is responsible for detecting the track superelevation value of the middle track. The layout of the three inspection vehicles in the front and rear ensures that the stabilizer vehicle can continuously and comprehensively monitor the superelevation state of the entire track during the traveling process. Therefore, the stabilizer vehicle obtains the first detection value of the track superelevation sensor on the first inspection vehicle and / or the second detection value of the track superelevation sensor on the second inspection vehicle and / or the third detection value of the track superelevation sensor on the third inspection vehicle, and can more accurately understand the situation of the track superelevation value of the entire track. Compared with single-point detection, the above method can provide richer track superelevation data, so that the stabilizer vehicle can perform more targeted maintenance operations.

[0044] Optionally, the stabilizer converts multiple detected values into the actual superelevation value of the line through mathematical methods, including: the stabilizer determines the first weighting coefficient of the first detected value, the second weighting coefficient of the second detected value, and the third weighting coefficient of the third detected value according to the interval distances between the first inspection vehicle, the second inspection vehicle, and the third inspection vehicle; the stabilizer calculates the weighted average value of the first detected value, the second detected value, and the third detected value according to the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient; the stabilizer determines that the weighted average value is the actual superelevation value of the line.

[0045] Based on this, by using inspection vehicles distributed at different positions to obtain the detected values of the line superelevation, considering the interval distances between different inspection vehicles, and determining the contribution degrees of different detected values to the overall superelevation state of the track according to the importance of the line superelevation sensors at different positions and the influence degree on the track superelevation state, weighting coefficients reflecting their contribution degrees are assigned to each detected value, and through the weighted average method, the detected values are converted into the actual superelevation value of the line, so as to more accurately reflect the true state of the track superelevation and provide a basis for the subsequent maintenance operation decision-making of the railway line.

[0046] Optionally, the stabilizer determines the sinking adjustment amount of the line according to the actual superelevation value and the theoretical superelevation value, including: the stabilizer inputs the actual superelevation value and the theoretical superelevation value into the operation amount calculation model to obtain the sinking adjustment amount of the line.

[0047] In the application embodiment, the stabilizer vehicle can determine the settlement adjustment amount of the track according to the actual superelevation value, the theoretical superelevation value, and / or the detection values of the left and right leveling sensors. That is, the stabilizer vehicle can determine the settlement adjustment amount of the track according to the actual superelevation value and the theoretical superelevation value; it can also determine the settlement adjustment amount of the track according to the actual superelevation value, the theoretical superelevation value, and the detection values of the left and right leveling sensors; it can also determine the settlement adjustment amount of the track according to the detection values of the left and right leveling sensors, etc. Correspondingly, the workload calculation model can include multiple input parameters. For example, the theoretical superelevation value, the detection value of the track superelevation sensor, and / or the detection values of the left and right leveling sensors, etc. By inputting the above parameters, the workload calculation model can comprehensively consider the vertical height difference between the left track and the right track of the track, as well as the vertical height differences of the left track and the right track along the track direction respectively, to obtain the settlement adjustment amount corresponding to the current track state and the theoretical track state. In practical applications, the algorithm of the workload calculation model can be a difference algorithm or other algorithms. For example, the stabilizer vehicle can directly calculate the difference between the theoretical superelevation value and the actual superelevation value to obtain the settlement adjustment amount; or, the stabilizer vehicle can calculate the difference between the theoretical superelevation value and the actual superelevation value to obtain an initial value, and then correct the initial value through the detection values of the left and right leveling sensors to obtain the settlement adjustment amount; or, the stabilizer vehicle can determine an adjustment coefficient according to the detection values of the left and right leveling sensors, and then calculate the product of the adjustment coefficient and the difference between the theoretical superelevation value and the actual superelevation value to obtain the settlement adjustment amount, etc.

[0048] In this way, the actual superelevation value is obtained by real-time detection of the track superelevation sensor on the stabilizer vehicle, which reflects the actual geometric state of the current track, while the theoretical superelevation value is preset according to the design standards and safety requirements of the railway track, representing the geometric parameters of the track in the ideal state. By inputting the above actual superelevation value and theoretical superelevation value into the workload model, the settlement adjustment amount corresponding to the difference between the actual state and the theoretical state can be obtained, thereby improving the accuracy of the settlement adjustment amount.

[0049] Based on the above structure of the stabilizer vehicle, as Figure 5 shown, when the algorithm of the workload calculation model is a difference algorithm, the application embodiment provides a method for track bed maintenance, including: S21: The stabilizer vehicle detects the actual superelevation value of the track and obtains the theoretical superelevation value of the track.

[0050] S51: The stabilizer vehicle calculates the difference between the theoretical superelevation value and the actual superelevation value.

[0051] S52: The stabilizer vehicle determines that the difference is the settlement adjustment amount of the track.

[0052] S23: The stabilizer vehicle adjusts the stable downward pressure of the stable downward pressure device according to the settlement adjustment amount.

[0053] Using the method for track bed maintenance provided by the embodiments of the present application, the difference between the theoretical superelevation value and the actual superelevation value is calculated by the stabilizer car, and the difference is determined as the settlement adjustment amount of the line. The actual superelevation value is obtained by real-time detection of the track superelevation sensor on the stabilizer car, which reflects the actual geometric state of the current track, while the theoretical superelevation value is preset according to the design standards and safety requirements of the railway line, representing the track geometric parameters in the ideal state. Therefore, by calculating the difference between the theoretical superelevation value and the actual superelevation value, the stabilizer car can quantify the superelevation deviation of the track, and the difference is the settlement adjustment amount of the line. By comparing the actual superelevation value and the theoretical superelevation value to determine the settlement adjustment amount of the line, the maintenance operation can more precisely adapt to the actual state of the railway line. In practical applications, if the actual superelevation value is lower than the theoretical superelevation value, it indicates that the track may have settled, and it is necessary to increase the downward pressure to lift the track. On the contrary, if the actual superelevation value is higher than the theoretical superelevation value, it may be necessary to reduce the downward pressure to lower the track. The above closed-loop adjustment mechanism not only improves the operation efficiency, reduces unnecessary resource waste, but also enhances the stability and safety of the railway line. By precisely controlling the superelevation of the track, the vibration and impact during train passing can be reduced, the service life of the track and the vehicle can be extended, and at the same time, the comfort of passengers can also be improved.

[0054] Optionally, the stabilizer car adjusts the stable downward pressure of the stable downward pressure device according to the settlement adjustment amount, including: the stabilizer car determines the target pressure corresponding to the settlement adjustment amount according to the preset corresponding relationship; the stabilizer car determines the target pressure as the stable downward pressure.

[0055] Based on this, the settlement adjustment amount is calculated based on the difference between the actual superelevation value and the theoretical superelevation value. Therefore, the settlement adjustment amount directly reflects the deviation between the current state of the track and the ideal state. By matching the settlement adjustment amount with the preset corresponding relationship, the stabilizer car can determine the target pressure to be achieved, that is, the downward pressure that the stable downward pressure device should apply, to correct the superelevation deviation of the track. Using the settlement adjustment amount to dynamically adjust the downward pressure of the stable downward pressure device makes the railway line maintenance operation more precise and efficient. In practical applications, if the settlement adjustment amount indicates that the track is too low, the stabilizer car will increase the downward pressure to lift the track, and vice versa, to ensure that the geometric shape of the track meets the design requirements. Therefore, by precisely controlling the downward pressure of the stable downward pressure device, the stabilizer car can reduce over-compaction or under-compaction of the track, avoid premature aging of the track or increase in maintenance costs caused thereby, which helps to extend the service life of the track, reduce future maintenance requirements and costs, and at the same time can also improve the smoothness of train operation and the comfort of passengers.

[0056] Combined with Figure 6As shown in the figure, an embodiment of the present application provides a device 800 for track bed maintenance, which includes a processor 801 and a memory 802. Optionally, the device may further include a communication interface 803 and a bus 804. Among them, the processor 801, the communication interface 803, and the memory 802 can communicate with each other through the bus 804. The communication interface 803 can be used for information transmission. The processor 801 can call the logical instructions in the memory 802 to execute the method for track bed maintenance in the above embodiment.

[0057] In addition, when the logical instructions in the above-mentioned memory 802 are implemented in the form of a software functional unit and sold or used as an independent product, they can be stored in a computer-readable storage medium.

[0058] The memory 802, as a computer-readable storage medium, can be used to store software programs and computer-executable programs, such as the program instructions / modules corresponding to the method in the embodiment of the present application. The processor 801 executes the function application and data processing by running the program instructions / modules stored in the memory 802, that is, implements the method for track bed maintenance in the above embodiment.

[0059] The memory 802 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created according to the use of the terminal device, etc. In addition, the memory 802 may include a high-speed random access memory and may also include a non-volatile memory.

[0060] An embodiment of the present application provides a stabilizer car, which includes: a stabilizer car body, and the above-mentioned device 800 for track bed maintenance. The device 800 for track bed maintenance is installed on the stabilizer car body. The installation relationship described here is not limited to being placed inside the stabilizer car, but also includes installation connections with other components of the stabilizer car, including but not limited to physical connections, electrical connections, or signal transmission connections, etc. Those skilled in the art can understand that the device 800 for track bed maintenance can be adapted to a feasible stabilizer car body, and further implement other feasible embodiments.

[0061] In an embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method for track bed maintenance as described above can be implemented.

[0062] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memory, CD-ROM, optical memory, etc.) that contain computer-usable program code. The solutions in the embodiments of the present application can be implemented in various computer languages, for example, C language, VHDL language, Verilog language, object-oriented programming language Java, and interpreted scripting language JavaScript, etc.

[0063] The present application is described with reference to the flowcharts and / or block diagrams of systems and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows 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 the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for implementing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0064] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing devices to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device implements the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0065] These computer program instructions can also be loaded onto a computer or other programmable data processing devices, such that a series of operation steps are executed on the computer or other programmable devices to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable devices provide steps for implementing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0066] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications that fall within the scope of the present application.

[0067] Obviously, those skilled in the art can make various changes and modifications to this application without departing from the spirit and scope of this application. Based on this, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, then this application is also intended to include these changes and variations.

Claims

1. A method for track bed maintenance, characterized in that: Applied to a stabilizing vehicle, comprising a stabilizing downward pressure device for applying a stabilizing downward pressure to a line; the method comprises: Detect the actual superelevation value of the line and obtain the theoretical superelevation value of the line; Determine the line subsidence adjustment amount according to the actual superelevation value and the theoretical superelevation value, specifically including inputting the actual superelevation value and the theoretical superelevation value into the workload calculation model to obtain the line subsidence adjustment amount; According to the sinking adjustment amount, the stable downward pressure of the stable downward pressure device is adjusted, specifically including: determining the target pressure corresponding to the sinking adjustment amount according to a preset corresponding relationship; and determining the target pressure as the stable downward pressure.

2. The method according to claim 1, characterized in that The stabilization vehicle includes a plurality of detection vehicles, wherein at least one detection vehicle is provided with a line superelevation sensor; the actual superelevation value of the detection line includes: Obtaining a detection value of at least one line superelevation sensor; When only one detection value of a line superelevation sensor is obtained, the obtained detection value is directly used as the actual superelevation value of the line; When the detection values ​​of multiple line superelevation sensors are obtained, the multiple detection values ​​are converted into actual superelevation values ​​of the line through mathematical methods.

3. The method according to claim 2, characterized in that The multiple detection values ​​are converted into the actual superelevation value of the line through mathematical methods, including: Determine the average value of multiple detection values ​​as the actual superelevation value of the line; or, The weighted average of multiple detection values ​​is determined as the actual superelevation value of the line.

4. The method according to claim 2, characterized in that: The multiple detection vehicles include a first detection vehicle at the head of the vehicle body, a second detection vehicle at the tail of the vehicle body, and a third detection vehicle arranged between the head of the vehicle body and the tail of the vehicle body, wherein the first detection vehicle, the second detection vehicle and / or the third detection vehicle are provided with a line superelevation sensor; obtaining a detection value of at least one line superelevation sensor includes: A first detection value of the line superelevation sensor on the first detection vehicle and / or a second detection value of the line superelevation sensor on the second detection vehicle and / or a third detection value of the line superelevation sensor on the third detection vehicle is obtained.

5. The method according to claim 4, characterized in that The multiple detection values ​​are converted into the actual superelevation value of the line through mathematical methods, including: Determine a first weighting coefficient of the first detection value, a second weighting coefficient of the second detection value, and a third weighting coefficient of the third detection value according to the interval distances between the first detection vehicle, the second detection vehicle, and the third detection vehicle; Calculating a weighted average of the first detection value, the second detection value, and the third detection value according to the first weighting coefficient, the second weighting coefficient, and the third weighting coefficient; Determine the weighted average as the actual superelevation value of the line.

6. A device for track bed maintenance, comprising a processor and a memory storing program instructions, characterized in that: The processor is configured to execute the method for track bed maintenance according to any one of claims 1 to 5 when running the program instructions.

7. A stable vehicle, characterized in that: include: The stabilizing vehicle body comprises a plurality of inspection vehicles and a stabilizing downward pressure device for applying a stabilizing downward pressure to the track; wherein at least one inspection vehicle is provided with a track superelevation sensor; the plurality of inspection vehicles comprises a first inspection vehicle at the head of the vehicle body, a second inspection vehicle at the tail of the vehicle body, and a third inspection vehicle provided between the head of the vehicle body and the tail of the vehicle body, wherein the first inspection vehicle, the second inspection vehicle and / or the third inspection vehicle are provided with a track superelevation sensor; and, The device for roadbed maintenance as claimed in claim 6 is installed on the stabilizer vehicle body.

8. A computer-readable storage medium, characterized in that: A computer program is stored thereon; the computer program is executed by a processor to implement the method for track bed maintenance as claimed in any one of claims 1 to 5.

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