Calculation method for simulating and detecting railway track triangular pit

Abstract

The invention relates to the technical field of traffic safety, in particular to a calculation method for simulating and detecting a railway track triangular pit. The calculation method comprises the following steps: calculating a vertical acting force of a left wheel of a train wheel pair on a left track of a track and a vertical acting force of a right wheel of the train wheel pair on a right track of the track, and taking the vertical acting force between the wheel pair and a track surface as an initial wheel track time-history force parameter; the initial wheeltrack time history force parameters are loaded to the railway track finite element model to obtain displacement response parameters of a left track node and a right track node of the train in the running time history on the track; and according to the displacement response parameters of the left track node and the right track node, calculating an elevation difference value between the left track and the right track in a range of two adjacent measuring points, and calculating a size value of a triangular pit. By simulating the train double-track loading bridge finite element model, rail surface triangular pit detection is achieved, the use cost is low, batch high-density frequent measurement can be achieved, and normalized simulation detection of the rail surface triangular pit can be achieved.

Description

Technical Field

[0001] This application relates to the technical field of traffic safety, and particularly relates to a calculation method, system and device for simulating and detecting cross-level of railway tracks. Background Art

[0002] With the continuous and rapid development of high-speed railways, it inevitably passes through special areas such as seismic belts, extreme climates and poor geological conditions, which will inevitably cause various deformation damage modes such as settlement of bridge piers, rotation of beam ends, misalignment of beam bodies, and deformation of bearings in bridge structures. Based on the interlayer mechanics and deformation coordination between the track and the bridge, most of these deformations will be mapped to the track surface, causing additional track irregularities and affecting the running safety of trains. The deformation of the bridge structure is one of the extremely key factors affecting the geometric shape of the track surface. Among the deformations of the bridge structure, the cross-level phenomenon is a very common disease of railway facilities. The cross-level is defined as the distortion of the left and right rail tops relative to the track plane. If not dealt with in time, it will pose a threat to the running safety of railway trains.

[0003] In related technologies, manual measurement and dynamic monitoring are generally used. Manual measurement includes the comparison method and the optical method. The former uses tools such as gauges and calipers to measure the cross-level, and the latter calculates and compares by taking photos of the track. Although the two manual measurement methods can ensure the detection accuracy, there are problems of low detection efficiency and high consumption of manpower and material resources. For dynamic monitoring, a track inspection vehicle or an integrated inspection train is used, which improves the problem of low efficiency, but is not suitable for large-scale and frequent measurement of bridge lines. Therefore, developing a normalized simulation detection of the cross-level on the track surface of operating railway bridge lines to timely detect diseases and impose speed limits on trains has become a difficult problem that practitioners urgently need to solve. Summary of the Invention

[0004] Aiming at the problems of low detection efficiency and high detection frequency in the measurement of railway track cross-level in related technologies.

[0005] In a first aspect, an embodiment of the present application provides a calculation method for simulating and detecting railway track cross-level, including:

[0006] Calculating the vertical force of the left wheel pair of the train on the left rail of the track and the vertical force of the right wheel pair of the train on the right rail of the track respectively according to the vehicle body structure data of the train, and using the vertical force between the wheel pair and the track surface as the initial wheel-rail time history force parameter;

[0007] Loading the initial wheel-rail time history force parameter into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the time history of the train running on the track;

[0008] Calculate the elevation difference between the left and right tracks within the range of two adjacent measuring points according to the displacement response parameters of the left and right track nodes, and obtain the magnitude of the cross-leveling according to the elevation difference within the range of two adjacent measuring points.

[0009] Combined with the first aspect, in one implementation, the calculating the vertical forces on the left rail surface of the left wheel pair track and the vertical forces on the right rail of the right wheel pair track of the train according to the car body structure data of the train includes:

[0010] Calculate the vertical displacement values, lateral displacement values, roll angle values, yaw angle values, and pitch angle values of the contact points between the left and right wheels of the train wheel pair and the bogie respectively;

[0011] Calculate the spring force and damping force of the primary suspension device on the wheel pair according to the vertical displacement value, lateral displacement value, roll angle value, yaw angle value, and pitch angle value;

[0012] Calculate the vertical force parameters of the train wheel pair on the left and right tracks of the railway according to the inertial force of the wheel pair, the static wheel load, and the spring force and damping force of the primary suspension device on the wheel pair respectively.

[0013] Combined with the first aspect, in one implementation, the calculating the vertical displacement values of the contact points between the left and right wheels of the train wheel pair and the bogie respectively includes:

[0014] Calculate the vertical displacement values of the contact points between each left or right wheel and the bogie according to the displacement of the bogie in the vertical direction, roll direction, and pitch direction respectively.

[0015] Combined with the first aspect, in one implementation, the calculating the spring force and damping force of the primary suspension device on the wheel pair according to the vertical displacement value, lateral displacement value, roll angle value, yaw angle value, and pitch angle value includes:

[0016] Calculate the spring force and damping force of the primary suspension device on the wheel pair according to the vertical spring coefficient and damping coefficient of the wheel pair in the primary suspension and the vertical displacement value, lateral displacement value, roll angle value, yaw angle value, and pitch angle value.

[0017] Combined with the first aspect, in one implementation, the loading the initial wheel-rail time history force parameters into the finite element model of the railway track and obtaining the displacement response parameters of the left and right track nodes during the time history of the train running on the track includes:

[0018] Load the initial wheel-rail time history force parameters into the finite element model of the railway track, and use the full-process iterative calculation method to obtain the simulated dynamic response results of the train and the track;

[0019] Load the force parameters of the train wheel pairs on the railway double tracks in the simulated dynamic response results into the finite element model of the railway track to obtain the displacement response parameters of the left and right track nodes during the train's travel time history on the track.

[0020] Combined with the first aspect, in one implementation, the method of loading the initial wheel-rail time history force parameters into the finite element model of the railway track and using the full-process iterative calculation method to obtain the simulated dynamic response results of the train and the track includes:

[0021] Load the initial wheel-rail time history force parameters into the finite element model of the railway track to obtain the initial dynamic time history response results;

[0022] Superimpose the initial dynamic time history response results and the track irregularity excitation to generate the second track irregularity excitation;

[0023] Calculate the vertical forces of the train wheel pairs on the left and right tracks again according to the second track irregularity excitation as the next advanced wheel-rail time history force parameters;

[0024] Judge the convergence between the initial wheel-rail time history force parameters and the advanced wheel-rail time history force parameters, and output the simulated dynamic response results according to the judgment result.

[0025] Combined with the first aspect, in one implementation, the method of judging the convergence between the initial wheel-rail time history force parameters and the advanced wheel-rail time history force parameters and outputting the simulated dynamic response results according to the judgment result includes:

[0026] If the convergence judgment result meets the preset requirements, output the simulated dynamic response results;

[0027] If the convergence judgment result does not meet the convergence condition, repeat the steps of calculating the initial wheel-rail time history force parameters and the superposition analysis of the track irregularity excitation until the convergence condition is met, and output the simulated dynamic response results.

[0028] Combined with the first aspect, in one implementation, the method of obtaining the value of the twist of the track according to the elevation difference within the adjacent measuring points includes:

[0029] Calculate the value of the twist of the track h according to the following formula:

[0030] h = Δh1 - Δh2

[0031] In the formula, Δh1 is the horizontal elevation difference of the first track section, and Δh2 is the horizontal elevation difference of the second track section.

[0032] In the second aspect, the present application provides a calculation system for simulating and detecting the twist of a railway track, and the calculation system includes:

[0033] A vehicle force analysis module, which is used to calculate the vertical forces of the left wheel pair of the train on the left rail of the track and the vertical forces of the right wheel pair of the train on the right rail of the track respectively according to the car body structure data of the train, and use the vertical force between the wheel pair and the rail surface as the initial wheel-rail time history force parameter;

[0034] An orbital deformation analysis module, which is used to load the initial wheel-rail time history force parameter into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the train's travel time history on the track;

[0035] A calculation module, which is used to calculate the elevation difference between the left rail and the right rail within two adjacent measurement point ranges according to the displacement response parameters of the left rail nodes and the right rail nodes, and obtain the size value of the twist of the track according to the elevation difference within two adjacent measurement point ranges.

[0036] In a third aspect, the present application provides a computing device for simulating and detecting the twist of a railway track. The computing device includes a processor, a memory, and a computing program stored on the memory and executable by the processor. When the computing program is executed by the processor, the steps of the computing method described in any one of the above are implemented.

[0037] The beneficial effects brought by the technical solutions provided in the embodiments of the present application include:

[0038] By simulating the double-track loading of the bridge finite element model by the train, the present application can realize the detection of the twist of the rail surface. Compared with the traditional dynamic monitoring that relies on track inspection vehicles or comprehensive inspection vehicles, this method has a low use cost, can perform batch high-density frequent measurements, and can realize the normalized simulation detection of the twist of the rail surface. It provides a reference basis for the future operation and maintenance and intelligent inspection of the rail surface of railway bridges. Description of the Drawings

[0039] Figure 1 It is a longitudinal schematic diagram of the vertical interaction relationship between the wheel and the rail in the embodiment of the present application;

[0040] Figure 2 It is a transverse schematic diagram of the vertical interaction relationship between the wheel and the rail in the embodiment of the present application;

[0041] Figure 3 It is a flow chart of the whole process iterative calculation of the vehicle-bridge coupling in the specific implementation of the present application;

[0042] Figure 4 It is a schematic diagram of the cable replacement working condition in the specific implementation of the present application;

[0043] Figure 5 It is a schematic diagram of the hardware structure of the computing device for simulating and detecting the railway track involved in the embodiment of the present application.

[0044] In the figure: 1. Bogie; 2. Left wheel; 3. Right wheel; 5. Front wheel pair; 6. Rear wheel pair. Detailed implementation mode

[0045] In order to enable those skilled in the art to better understand the solution of this application, the following will clearly and completely describe the technical solution in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of this application.

[0046] In the related art, there are problems of low detection efficiency and excessive detection frequency in the measurement of the cross-level of railway tracks.

[0047] It can be understood that the cross-level is defined as the twist of the top surfaces of the left and right rails relative to the track plane, and is represented by the algebraic difference of the levels at a certain base length. If the left rail is used as the reference rail, the alternating level differences of negative-positive-negative or positive-negative-positive on the right rail are the cross-levels. Among the three numbers of positive or negative, the sum of the absolute values of the two numbers with opposite signs and the largest values is the value of the cross-level. The cross-level is a very common disease of railway facilities. If not dealt with in time, it will pose a threat to the driving safety of railway trains. The traditional measured value of the cross-level can be obtained through absolute measurement and relative measurement in static detection. Absolute measurement is to achieve the absolute coordinate description of the track geometry by relying on the on-site absolute coordinate reference.

[0048] In a first aspect, an embodiment of this application provides a calculation method for simulating the detection of the cross-level of railway tracks, which includes:

[0049] Step S1: Calculate the vertical forces of the left wheels 2 of the train wheel pairs on the left rail of the track and the vertical forces of the right wheels 3 of the train wheel pairs on the right rail of the track respectively according to the body structure data of the train, and use the vertical force between the wheel pair and the rail surface as the initial wheel-rail time history force parameter.

[0050] It should be noted that for the calculation of the cross-level of railway tracks: the vehicle-bridge coupling system is divided into a bridge subsystem and a vehicle subsystem, and the key core technical point lies in the loading of the forces between the two subsystems. The forces exerted by the vehicle subsystem on the bridge subsystem include the spring force and damping force in the primary suspension system, the inertial force of the wheel pair, and the static wheel load of the vehicle. The mutual forces between the wheel and rail act on the left and right wheel-rail contact points. The schematic diagram of the vertical interaction relationship between the wheel and rail is as Figure 1 and Figure 2 shown.

[0051] The above step S1 specifically includes:

[0052] Step S1a: Calculate the vertical displacement value, lateral displacement value, roll angle value, yaw angle value, and pitch angle value of the contact points between the left wheel 2 and the right wheel 3 of the train wheel set and the bogie 1 respectively.

[0053] Specifically, the calculation of the above vertical displacement value includes: calculating the vertical displacement value of the contact point between each left wheel 2 or right wheel 3 and the bogie 1 according to the displacement of the bogie 1 in the vertical direction, roll direction, and pitch direction respectively.

[0054] Furthermore, as Figure 1 and Figure 2 shown, the specific calculation of the above vertical displacement value includes: Let z t , θ t , be the displacements of the bogie in the vertical direction z (the rotation angle in the x direction), roll direction θ, and pitch direction (the rotation angle in the y direction), b1 be half of the lateral span of the primary suspension, and d1 be half of the wheelbase. When the wheel set is located at the front of the bogie, the z-direction displacements of points ① and ② are When located at the rear of the bogie, the z-direction displacements of points ① and ② are Considering the above differences and referring to Figure 1 and Figure 2 shown, in the vertical wheel-rail interaction relationship, the vertical displacements z1, z2, z3, z4 of points ①, ②, ③, and ④ can be expressed as:

[0055]

[0056] In the formula, η is the sign function, η = 1 for the front wheels of the bogie, and η = -1 for the rear wheels of the bogie.

[0057] Step S1b: Calculate the spring force and damping force of the primary suspension device on the wheel set according to the vertical displacement value, lateral displacement, roll angle, yaw angle, and pitch angle.

[0058] It can be understood that the traditional vehicle-bridge coupling wheel-rail relationship regards the left and right wheels of the vehicle as a set of wheel sets and ignores the inhibitory effect of the primary suspension on the left and right wheel sets. The calculation method of the twist of the track cannot be accurately simulated based on the traditional vehicle-bridge coupling. In the embodiments of the present application, the calculation of the acting force takes into account the inhibitory force influence of the primary suspension device on the wheel set.

[0059] Specifically, calculate the spring force and damping force of the primary suspension device on the wheel set according to the vertical spring coefficient and damping coefficient of the wheel set in the primary suspension and the vertical displacement value, lateral displacement value, roll angle value, yaw angle value, and pitch angle value calculated in step S1a.

[0060] Furthermore, with the mass of the wheel set being m w, the moment of inertia of the wheel set about the x-axis is I xw , the spring coefficient of the wheel set in the z-direction in the primary suspension is k z1 , the damping coefficient of the wheel set in the z-direction in the primary suspension is c z1 , the static wheel load is G, then as Figure 1 and Figure 2 shown, the force in the primary suspension can be expressed by the following formula:

[0061]

[0062] In the formula, are the velocity terms of z1, z2, z3, and z4.

[0063] Step S1c: Calculate the vertical force parameters of the wheel set of the train on the left rail and the right rail of the track according to the inertial force of the wheel set, the static wheel load, and the spring force and damping force of the primary suspension device on the wheel set.

[0064] Specifically, the forces between the vehicle subsystem and the bridge subsystem include the primary suspension force, the inertial force of the wheel set, and the static wheel load. From the balance of the wheel set force, we get:

[0065]

[0066] In the formula, is the acceleration term of θ.

[0067] Step S2: Load the initial wheel-rail time history force parameters into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the train's travel time history on the track.

[0068] The above Step S2 specifically includes:

[0069] Step S2a: Load the initial wheel-rail time history force parameters into the finite element model of the railway track and use the full-process iterative calculation method to obtain the simulated dynamic response results of the train and the track.

[0070] It can be understood that the traditional vehicle-bridge coupled wheel-rail relationship ignores the influence of the irregularities of the left and right rails of the track on the left and right wheels of the train. In this application, by adding the track irregularity excitation to perform full-process iteration on the simulated dynamic response results, the simulated dynamic response results are made more accurate.

[0071] Specifically, as Figure 3 shown, the full-process iterative calculation process of vehicle-bridge coupling includes:

[0072] Step 1: Load the initial wheel-rail time history force parameters into the finite element model of the railway track to obtain the initial dynamic time history response results.

[0073] It is understandable that the initial dynamic time history response results include the dynamic time history responses of the track node displacements, velocities, and accelerations.

[0074] Step 2: Superimpose the initial dynamic time history response results on the track irregularity excitation to generate a new second track irregularity excitation.

[0075] Step 3: Calculate the vertical forces of the train wheels on the left and right tracks again according to the second track irregularity excitation to serve as the advanced wheel-rail time history force parameters for the next step.

[0076] Specifically, the second track irregularity excitation is input into the vehicle model to calculate the advanced wheel-rail time history force for the next step.

[0077] Step 4: Judge the convergence of the initial wheel-rail time history force parameters and the advanced wheel-rail time history force parameters, and output the simulated dynamic response results according to the judgment results.

[0078] Specifically, as Figure 3 shown, judge the convergence of the advanced wheel-rail time history force for the next step and the initial wheel-rail time history force parameters for the previous step. Generally, when the difference is within one-thousandth, it is considered that the calculation converges, and the simulated dynamic time history response results of the bridge can be output. If the calculation does not meet the convergence condition, repeat the calculation process of steps S1 to S2 until convergence.

[0079] Step S2b: Load the force parameters of the train wheels on the double-track railway in the simulated dynamic response results into the finite element model of the railway track to obtain the displacement response parameters of the left and right track nodes during the train's travel time history on the track.

[0080] Step S3: Calculate the elevation difference between the left and right tracks within two adjacent measuring points continuously according to the displacement response parameters of the left and right track nodes, and obtain the magnitude value of the twist of the track surface according to the elevation difference within two adjacent measuring points.

[0081] It is understandable that the twist of the track surface of the left and right rails relative to the track plane is measured by the algebraic difference of the horizontal amplitudes of two cross-sections at a certain distance apart. According to the numerical calculation principle of the twist of the track surface, within two adjacent measuring points, the twist formed by the change in the elevation difference between the left and right double tracks, and the absolute value of its numerical value is recorded as the magnitude of the twist of the track surface.

[0082] Specifically, calculate the magnitude value h of the twist of the track surface according to the following formula:

[0083] h = Δh1 - Δh2

[0084] Wherein, Δh1 is the horizontal elevation difference of the first track section, and Δh2 is the horizontal elevation difference of the second track section. The above-mentioned second track section is the track section of the adjacent measuring points to the first track section. h is the horizontal difference between the two track sections when the base length L (the distance between the first track section and the second track section) is reached.

[0085] Step S4. After calculating the size of the twist, the bridge double-track node position X_dot and its dynamic response displacement Y_dot calculated by the vehicle-bridge coupling system can be encrypted (densified or thinned), denoted as chazhi_x and chazhi_y. The detection base length of the twist is generally 18 meters, and the specified sampling step interval is once every 0.5 meters, that is, the twist is calculated every 0.5 meters according to the base length of 18 meters to simulate the principle of the dynamic detection train detecting the twist.

[0086] It should be noted that according to the train road repair rules of the general-speed railway, when the detection base length is 18 meters, the dynamic monitoring limit value is when the train speed is lower than 120 km / h, the warning value of the twist is 8 mm, the speed limit value is 10 mm, and the shutdown value is greater than 10 mm.

[0087] For further elaboration, the present application provides a specific embodiment of the calculation method of the twist with a long-span railway cable-stayed bridge as the background:

[0088] It should be noted that after a certain number of years of construction, the railway bridge needs to carry out a cable replacement project, and generally traffic control will be carried out during the cable replacement period. Although such measures ensure safety, they pose a huge challenge to traffic pressure. The fundamental reason for taking traffic control measures is that during the cable replacement period of the long-span bridge, the sudden change in the local stiffness of the railway track surface caused by the disconnection of the stay cables may lead to the existence of a large twist, and the train may be in danger of wheel-rail derailment and train overturning when crossing the bridge. Since the cable replacement project lasts for 1 to 2 years and during the cable replacement period, the disconnection position of the stay cables is constantly changing. Relying on traditional static twist detection means or dynamic monitoring vehicles for detection consumes a lot of manpower and material resources, which does not conform to the actual situation.

[0089] The calculation method for the twist of such bridge tracks includes the following steps:

[0090] Step A. Establish a bridge-track finite element model through software.

[0091] Optionally, the finite element model can be established by using ANSYS APDL. ANSYS APDL has significant advantages in bridge modeling due to its parametric modeling, powerful analysis function, high-precision results, rich material models, and efficient solver. According to the cable replacement construction technology, find out the cable replacement positions with significant representative characteristics as the working conditions for analyzing and calculating the twist.

[0092] It should be noted that asFigure 4 As shown, it is a representative cable replacement construction condition. Figure 4 Among them, 1, 2, 3, and 4 are four working conditions. Working condition 1 is to calculate the twist of the track when replacing the cables of the pair of cables on the far left of the bridge. Working condition 2 is to calculate the twist of the track when replacing the cables of the pair of cables closest to the left side of the left bridge. Working condition 3 is to calculate the twist of the track when replacing the cables of the pair of cables closest to the right side of the left bridge. Working condition 4 is to calculate the twist of the track when replacing the cables of the pair of cables closest to the left side of the mid-span of the bridge. Select the above 4 working conditions to calculate the twist under cable replacement for the vehicle-bridge coupling analysis, so as to improve the calculation efficiency.

[0093] Step B: Use the body structure data of the train with the most passing times during the bridge operation as the vehicle model for detecting the twist of the track, and take the passing of the bridge at a speed of 100 km / h as the operation background. Through the formula:

[0094]

[0095] Calculate that the forces of the left and right wheel pairs of the vehicle on the left and right rails of the bridge are Fb_yL and Fb_yR respectively.

[0096] Step C: Load the wheel-rail time history forces Fb_yL and Fb_yR into the bridge-track finite element model to obtain the dynamic time history responses of the bridge node displacements, velocities, and accelerations, denoted as Result_outU, Result_outV, and Result_outA.

[0097] Step D: Superimpose the bridge time history response obtained in Step C with the track irregularity to generate a new track irregularity excitation and input it into the vehicle model to calculate the next step of the wheel-rail time history force.

[0098] It should be noted that in the embodiment of the present application, the American Class VI spectrum track irregularity can be selected as the excitation.

[0099] Step E: As Figure 3 shown, judge the convergence of the wheel-rail time history force in the next step and the wheel-rail time history force in the previous step. Generally, if the difference is within one-thousandth, it is considered that the calculation converges, and the dynamic time history of the bridge can be output. If the calculation does not meet the convergence condition, repeat the calculation process of Steps B to D until convergence, and output the dynamic time history response.

[0100] Step F: Obtain the displacement response of the bridge deck rail surface according to the dynamic time history response output in the previous step, and then obtain the bridge deck twist data through the calculation method of the twist of the track. After obtaining the left and right node data of the rail surface, calculate the elevation difference between the left and right rail nodes, denoted as L_delta.

[0101] Step G: Encrypt the data points (the 'dense' in 'dense and sparse') through node interpolation. Assume the detection time step distance is 0.5 m, the detection base length is generally set to 18 m, and the full length of the actual bridge is 2296 m. Then the total number of detection steps is 2296 / 0.5 = 4592 steps, and the twist data at 4592 time steps is obtained.

[0102] It should be noted that different from the traditional vehicle-bridge coupling analysis and calculation, the traditional vehicle-bridge coupling analysis pays more attention to obtaining the ride comfort and safety indicators based on the train response. With the aid of the vehicle-bridge coupling analysis platform, the displacement response of the bridge deck and rail surface is obtained in this invention, and then the twist data of the bridge deck is obtained through the calculation method of twist, replacing the cumbersome measurement of the traditional dynamic monitoring vehicle.

[0103] In a second aspect, the present application provides a calculation system for simulating the detection of twist on a railway track, which includes: a vehicle force analysis module, a track deformation analysis module, and a calculation module; wherein,

[0104] The vehicle force analysis module is used to calculate the vertical forces of the left wheels of the train wheel set on the left rail of the track and the vertical forces of the right wheels on the right rail of the track respectively according to the vehicle body structure data of the train, and use the vertical force between the wheel set and the rail surface as the initial wheel-rail time history force parameter; the track deformation analysis module is used to load the initial wheel-rail time history force parameter into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the time history of the train running on the track; the calculation module is used to calculate the elevation difference between the left rail and the right rail within the range of two adjacent measurement points according to the displacement response parameters of the left rail nodes and the right rail nodes, and obtain the magnitude value of the twist according to the elevation difference within the range of two adjacent measurement points.

[0105] Among them, the function implementation of each module in the above calculation system for simulating the detection of twist on a railway track corresponds to each step in the above embodiment of the calculation method for simulating the detection of twist on a railway track, and its function and implementation process will not be elaborated here one by one.

[0106] In a third aspect, an embodiment of the present application provides a calculation device for simulating the detection of twist on a railway track. The calculation device for simulating the detection of twist on a railway track can be a device with data processing functions such as a personal computer (PC), a laptop, a server, etc.

[0107] Refer to Figure 5 , Figure 5 which is a schematic hardware structure diagram of the calculation device for simulating the detection of twist on a railway track involved in the solution of the embodiment of the present application. In the embodiment of the present application, the calculation device for simulating the detection of twist on a railway track may include a processor, a memory, a communication interface, and a communication bus.

[0108] Among them, the communication bus can be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0109] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, etc., which are used to interconnect the components inside the computing device for analog detection of the twist of railway tracks, and interfaces for interconnecting the computing device for analog detection of the twist of railway tracks with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0110] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0111] The processor can be a general-purpose processor, which can call the computing program for analog detection of the twist of railway tracks stored in the memory and execute the computing method for analog detection of the twist of railway tracks provided in the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). Among them, the method executed when the computing program for analog detection of the twist of railway tracks is called can refer to the various embodiments of the computing method for analog detection of the twist of railway tracks in the present application, which will not be elaborated here.

[0112] Those skilled in the art can understand that Figure 5 the hardware structure shown in [[ ]] does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine some components, or have different component arrangements.

[0113] In a fourth aspect, the embodiments of the present application further provide a readable storage medium.

[0114] The readable storage medium of the present application stores a computing program for analog detection of the twist of railway tracks. When the computing program for analog detection of the twist of railway tracks is executed by a processor, the steps of the computing method for analog detection of the twist of railway tracks as described above are implemented.

[0115] Among them, the method implemented when the calculation program for simulating and detecting the gauge variation of a railway track is executed can refer to the various embodiments of the calculation method for simulating and detecting the gauge variation of a railway track in this application, which will not be elaborated here.

[0116] It should be noted that the serial numbers of the embodiments of this application above are only for description and do not represent the superiority or inferiority of the embodiments.

[0117] Through the description of the above embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of this application, in essence, or the part that makes a contribution to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium as described above (such as ROM / RAM, magnetic disk, optical disc), and includes several instructions for causing a terminal device to execute the methods described in the various embodiments of this application.

[0118] The terms "including" and "having" in the specification, claims and drawings of this application, and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products or devices. The descriptions of terms such as "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit that "first", "second" and "third" are of different types.

[0119] In the description of the embodiments of this application, "exemplary", "for example" or "for instance" etc. are used to indicate examples, illustrations or explanations. Any embodiment or design solution described as "exemplary", "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Exactly speaking, the use of words such as "exemplary", "for example" or "for instance" is intended to present relevant concepts in a specific manner.

[0120] In the description of the embodiments of this application, unless otherwise specified, " / " means "or". For example, A / B can mean A or B; "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "a plurality of" means two or more than two.

[0121] In some of the processes described in the embodiments of the present application, multiple operations or steps appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in order or in parallel, and these operations or steps may be combined.

[0122] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A calculation method for simulating and detecting gauge face irregularity of railway tracks, characterized in that, The calculation method for simulating and detecting gauge face irregularity of railway tracks includes: Calculating the vertical forces exerted by the left wheel (2) of the train wheel set on the left rail of the track and the vertical forces exerted by the right wheel (3) of the train wheel set on the right rail of the track respectively according to the body structure data of the train, and taking the vertical force between the wheel set and the rail surface as the initial wheel-rail time history force parameter; Loading the initial wheel-rail time history force parameter into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the time history of the train running on the track; Calculating the elevation difference between the left rail and the right rail within two adjacent measuring point ranges according to the displacement response parameters of the left rail nodes and the right rail nodes, and obtaining the size value of the gauge face irregularity according to the elevation difference within two adjacent measuring point ranges.

2. The calculation method for simulating and detecting the cross level of railway tracks as claimed in claim 1, wherein The calculating the vertical forces exerted by the left wheel (2) of the train wheel set on the left rail surface of the track and the vertical forces exerted by the right wheel (3) of the train wheel set on the right rail of the track respectively according to the body structure data of the train includes: Calculating the vertical displacement value, lateral displacement value, roll angle value, yaw angle value and pitch angle value of the contact points between the left wheel (2) and the right wheel (3) of the train wheel set and the bogie (1) respectively; Calculating the spring force and damping force of the primary suspension device on the wheel set according to the vertical displacement value, lateral displacement value, roll angle value, yaw angle value and pitch angle value; Calculating the vertical force parameters of the train wheel set on the left rail and the right rail of the track respectively according to the inertial force of the wheel set, the static wheel load and the spring force and damping force of the primary suspension device on the wheel set.

3. The calculation method for analog detection of gauge corner of railway track according to claim 2, wherein, The calculating the vertical displacement value of the contact points between the left wheel (2) and the right wheel (3) of the train wheel set and the bogie (1) respectively includes: Calculating the vertical displacement value of the contact point between each left wheel (2) or right wheel (3) and the bogie (1) respectively according to the displacement of the bogie (1) in the vertical direction, roll direction and pitch direction.

4. The calculation method for simulating and detecting the cross level of a railway track according to claim 2, wherein, The calculating the spring force and damping force of the primary suspension device on the wheel set according to the vertical displacement value, lateral displacement value, roll angle value, yaw angle value and pitch angle value includes: Calculating the spring force and damping force of the primary suspension device on the wheel set according to the vertical spring coefficient and damping coefficient of the wheel set in the primary suspension and the vertical displacement value, lateral displacement value, roll angle value, yaw angle value and pitch angle value.

5. The calculation method for analog detection of gauge variation of railway tracks according to claim 1, wherein The loading the initial wheel-rail time history force parameter into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the time history of the train running on the track includes: Loading the initial wheel-rail time history force parameter into the finite element model of the railway track, and using the full-process iterative calculation method to obtain the simulated dynamic response results of the train and the track; Loading the force parameters of the train wheel set on the double railway tracks in the simulated dynamic response results into the finite element model of the railway track to obtain the displacement response parameters of the left rail nodes and the right rail nodes during the time history of the train running on the track.

6. The calculation method for simulating and detecting cross-level of railway tracks according to claim 5, characterized in that, The loading the initial wheel-rail time history force parameter into the finite element model of the railway track, and using the full-process iterative calculation method to obtain the simulated dynamic response results of the train and the track includes: Load the initial wheel-rail time history force parameters into the finite element model of the railway track to obtain the initial dynamic time history response results; Superimpose the initial dynamic time history response results and the track irregularity excitation to generate the second track irregularity excitation; Recalculate the vertical forces of the train wheels on the left and right tracks according to the second track irregularity excitation, so as to be used as the next advanced wheel-rail time history force parameters; Judge the convergence of the initial wheel-rail time history force parameters and the advanced wheel-rail time history force parameters, and output the simulated dynamic response results according to the judgment results.

7. The calculation method for simulating and detecting cross level of railway tracks according to claim 6, wherein, The step of judging the convergence of the initial wheel-rail time history force parameters and the advanced wheel-rail time history force parameters and outputting the simulated dynamic response results according to the judgment results includes: If the convergence judgment result meets the preset requirements, output the simulated dynamic response results; If the convergence judgment result does not meet the convergence condition, repeat the steps of calculating the initial wheel-rail time history force parameters and the superposition analysis of the track irregularity excitation until the convergence condition is met, and output the simulated dynamic response results.

8. The calculation method for simulating and detecting the cross level of railway tracks according to claim 1, wherein, The step of obtaining the size value of the twist of the track according to the elevation difference within the adjacent measuring point range includes: Calculate the size value h of the twist of the track according to the following formula: h = Δh1 - Δh2 In the formula, Δh1 is the horizontal elevation difference of the first track section, and Δh2 is the horizontal elevation difference of the second track section.

9. A calculation system for simulating and detecting gauge variation of railway tracks, characterized in that, The calculation system includes: A vehicle force analysis module, which is used to calculate the vertical forces of the left wheels (2) of the train wheels on the left track of the track and the vertical forces of the right wheels (3) of the train wheels on the right track of the track respectively according to the vehicle body structure data of the train, and use the vertical force between the wheel pair and the rail surface as the initial wheel-rail time history force parameters; A track deformation analysis module, which is used to load the initial wheel-rail time history force parameters into the finite element model of the railway track to obtain the displacement response parameters of the left track nodes and the right track nodes during the time history of the train running on the track; A calculation module, which is used to calculate the elevation difference between the left track and the right track within two adjacent measuring point ranges according to the displacement response parameters of the left track nodes and the right track nodes, and obtain the size value of the twist of the track according to the elevation difference within two adjacent measuring point ranges.

10. A computing device for simulating and detecting gauge face irregularity of railway tracks, characterized in that, The calculation device includes a processor, a memory, and a calculation program stored on the memory and executable by the processor. When the calculation program is executed by the processor, the steps of the calculation method according to any one of claims 1 to 8 are implemented.

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