Method and device for controlling unevenness of long waves of large-span bridge tracks of passenger and freight collinear railway

Abstract

The invention provides a passenger and freight collinear railway long-span bridge rail long-wave unevenness control method and device, and relates to the technical field of rail detection.The method comprises the steps that rail geometric detection data are collected, and the optimal chord length corresponding to the rail long-wave unevenness along the midpoint chord is selected according to the rail geometric detection data; according to the optimal chord length, statistics is carried out on the chord measurement value of the track long wave height unevenness under the optimal chord length and the vehicle body acceleration distribution, and the incidence relation between the chord measurement value of the track long wave height unevenness under the optimal chord length and the vehicle body acceleration is established according to the statistical result; for a passenger and freight collinear railway bridge section, correcting a vehicle body acceleration limit value of the section according to bridge deformation and vehicle type response difference information; and determining a control limit value of a midpoint chord measurement value of the track long wave height unevenness under the optimal chord length according to the corrected vehicle body acceleration limit value and the incidence relation between the chord measurement value of the track long wave height unevenness under the optimal chord length and the vehicle body acceleration.

Description

Technical Field

[0001] The present invention relates to the field of track detection technology, and in particular to a method and device for controlling long-wave height irregularity of a track on a large-span bridge on a passenger-freight railway. Background Art

[0002] This section is intended to provide a background or context for embodiments of the present invention. No description herein is admitted to be prior art by virtue of its inclusion in this section.

[0003] By the end of 2024, my country's railway operating mileage reached 162,000 kilometers, of which approximately 114,000 kilometers were passenger-freight lines, dominating the railway network. Due to the mixed traffic of passenger and freight, differences in axle loads and speeds between passenger and freight trains result in complex track irregularities. This is particularly true in long-span bridge sections, where the influence of bridge type, span layout, structural rigidity, and environmental factors are compounded. Bridge deformation and track irregularities on these bridges are primarily characterized by long-wave components. When trains pass over long-span bridge sections, the long-wave track irregularities exacerbate the vibration response of vehicle components such as the carbody and bogie, reducing operational smoothness and ride comfort, and even jeopardizing driving safety. Therefore, scientifically assessing the long-wave track irregularities on long-span bridges on passenger-freight railways is a key technology for effectively guiding maintenance operations and ensuring the continued safe and smooth operation of trains.

[0004] Currently, the railway authorities use the vector-distance difference method to manage long-wave track irregularities on operating railways. The vector-distance difference method describes the relative position relationship of points within a certain base length range and controls static long-wave track irregularities through the deviation of the vector-distance difference. Mathematically, the vector-distance difference method can be interpreted as the first-order difference of the track alignment, corresponding to the slope of the track alignment change. It is not closely correlated with vehicle acceleration. This flaw is particularly evident in long-span bridge sections with complex track deformation and large vertical deformation. This is mainly manifested in the following: sections with large vector-distance difference amplitudes do not necessarily have large vehicle acceleration amplitudes; conversely, sections with large vehicle acceleration amplitudes do not necessarily have large vector-distance difference peaks of track irregularity. In other words, the long-wave track irregularity evaluation results based on the vector-distance difference method do not closely match vehicle acceleration, making it difficult to accurately and effectively reflect the impact of long-wave track irregularities on bridges on train operation.

[0005] When the existing track long-wave irregularity vector-distance difference evaluation method is applied to operating large-span railway bridges, there are technical problems such as the lack of close correlation between the vector-distance difference evaluation results and the vehicle acceleration, which cannot accurately reflect the vehicle dynamics state and makes it difficult to scientifically guide maintenance operations.

[0006] In summary, there is an urgent need for a technical solution that can overcome the shortcomings of existing technologies and improve the effective analysis, detection and control of long-wave track irregularities. Summary of the Invention

[0007] To solve the problems existing in the prior art, the present invention proposes a method and device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway. The method and device can scientifically characterize the dynamic response state of vehicles on a large-span bridge on a passenger-freight railway, and effectively control the long-wave track irregularities. This is to accurately grasp the severity of the long-wave track irregularities on the large-span bridge during the operation of the passenger-freight railway, further improve the theoretical system for track irregularity control on passenger-freight railways, and provide a theoretical and technical basis for guiding the maintenance and repair of bridges and tracks.

[0008] In a first aspect of an embodiment of the present invention, a method for controlling long-wave track irregularities on a long-span bridge on a passenger-freight railway is proposed, comprising:

[0009] Collecting track geometry detection data, and selecting an optimal chord length corresponding to a midpoint chord of a track long-wave height irregularity according to the track geometry detection data;

[0010] According to the optimal chord length, statistics are collected on the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration distribution, and a correlation relationship between the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration is established based on the statistical results;

[0011] For bridge sections on passenger and freight railways, the vehicle acceleration limits for that section are modified based on information on bridge deformation and vehicle type response differences.

[0012] According to the corrected vehicle acceleration limit and the correlation between the chord measurement value of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration, the control limit of the midpoint chord measurement value of the long-wave track height irregularity at the optimal chord length is determined.

[0013] In a second aspect of an embodiment of the present invention, a device for controlling long-wave track height irregularities on a large-span bridge on a passenger-freight railway is provided, comprising:

[0014] An optimal chord length selection module is used to collect track geometry detection data and select the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data;

[0015] a correlation analysis module for collecting statistics on the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration distribution according to the optimal chord length, and establishing a correlation between the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration according to the statistical results;

[0016] The vehicle acceleration limit correction module is used to correct the vehicle acceleration limit in the passenger-freight railway bridge section based on the bridge deformation and vehicle type response difference information;

[0017] The control limit determination module is used to determine the control limit of the midpoint chord measurement value of the long-wave track height irregularity at the optimal chord length based on the corrected vehicle acceleration limit and the correlation between the chord measurement value of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration.

[0018] In a third aspect of an embodiment of the present invention, a computer device is proposed, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, a method for controlling long-wave height irregularity of tracks on a large-span bridge on a passenger-freight shared railway is implemented.

[0019] In a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is proposed, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, a method for controlling long-wave height irregularity of track on a large-span bridge on a passenger-freight shared railway is implemented.

[0020] In a fifth aspect of an embodiment of the present invention, a computer program product is proposed, which includes a computer program. When the computer program is executed by a processor, it implements a method for controlling long-wave height irregularity of track on a large-span bridge on a passenger-freight railway.

[0021] The method and device for controlling track long-wave height irregularity on a large-span bridge on a passenger-freight shared railway proposed by the present invention collect track geometry detection data, and select the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data; based on the optimal chord length, statistics are taken on the chord measurement value of the track long-wave height irregularity at the optimal chord length and the vehicle body acceleration distribution, and a correlation relationship between the chord measurement value of the track long-wave height irregularity at the optimal chord length and the vehicle body acceleration is established based on the statistical results; for a bridge section of the passenger-freight shared railway, the vehicle body acceleration limit of the section is corrected according to the bridge deformation and vehicle model response difference information; based on the corrected vehicle body acceleration limit and the long-wave height irregularity of the track, the vehicle body acceleration limit is corrected. The correlation between the chord measurement value and the vehicle body acceleration at the optimal chord length is used to determine the control limit of the midpoint chord measurement value of the track long-wave height irregularity at the optimal chord length. The present invention utilizes the characteristic that the evaluation results of the midpoint chord measurement method have a good correlation with the track linear curvature and the vehicle body acceleration, and innovatively proposes an optimal chord length selection method for the midpoint chord evaluation of track long-wave irregularity. The control method of the chord measurement value of the track long-wave irregularity on the long-span bridge considering the most unfavorable driving conditions is realized, and a scientific matching between the dynamic state of the rail vehicle and the control strategy of the track long-wave irregularity is achieved, which can effectively guide the long-wave irregularity remediation operation of the track on the long-span bridge, effectively improve the level of train operation safety, and provide strong technical support for track safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0023] Figure 1 The present invention is a flowchart of a method for controlling long-wave track height irregularities on a large-span bridge on a passenger-freight railway according to an embodiment of the present invention.

[0024] Figure 2 Schematic diagram of a midpoint chord measurement method according to an embodiment of the present invention.

[0025] Figure 3 Schematic diagram of the measured vertical acceleration of a vehicle body according to an embodiment of the present invention.

[0026] Figure 4 FIG. 4 is a schematic diagram of output results of different chord lengths according to an embodiment of the present invention.

[0027] Figure 5 FIG. 1 is a schematic diagram of the correlation coefficient between the output values of track long-wave irregularity at different chord lengths and vehicle acceleration according to an embodiment of the present invention.

[0028] Figure 6 1 is a box diagram illustrating the statistical characteristics of the correlation coefficient between the output values of long-wave height irregularity at different chord lengths and the vehicle body vertical acceleration according to an embodiment of the present invention.

[0029] Figure 7 FIG. 1 is a schematic diagram of a fitting curve of a 30 m chord measurement value of long-wave height irregularity and a vehicle body vertical acceleration according to an embodiment of the present invention.

[0030] Figure 8 The present invention is a schematic diagram of the architecture of a long-wave track height irregularity control device on a large-span bridge on a passenger-freight railway according to an embodiment of the present invention.

[0031] Figure 9 It is a schematic diagram of the structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0032] The principles and spirit of the present invention will be described below with reference to several exemplary embodiments. It should be understood that these embodiments are provided solely to enable those skilled in the art to better understand and implement the present invention, and are not intended to limit the scope of the present invention in any way. Rather, these embodiments are provided to make this disclosure more thorough and complete, and to fully convey the scope of the present disclosure to those skilled in the art.

[0033] Those skilled in the art will appreciate that the embodiments of the present invention may be implemented as a system, apparatus, device, method, or computer program product. Therefore, the present disclosure may be implemented in the following forms: entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or in a combination of hardware and software.

[0034] According to an embodiment of the present invention, a method and device for controlling long-wave height irregularities of tracks on large-span bridges on passenger and freight co-linear railways are proposed, which relates to the field of track detection technology. The present invention adopts a midpoint chord measurement method, which is mathematically approximate to the second-order difference of the track line shape and is directly related to the curvature of the track line shape in terms of geometric characteristics. The vehicle body acceleration is mainly affected by speed and curvature. Therefore, the midpoint chord measurement method provides a feasible path for scientifically evaluating the long-wave height irregularities of tracks on large-span railway bridges during operation. In the present invention, the optimal chord length selection method for midpoint chord evaluation of long-wave height irregularities of tracks, the vehicle body acceleration limit correction method for large-span railway bridge sections, and the hierarchical control limit determination method for long-wave height irregularities of tracks on large-span bridges during operation are mainly adopted to realize the control of long-wave height irregularities of tracks on large-span bridges in operation.

[0035] The principles and spirit of the present invention are explained in detail below with reference to several representative embodiments of the present invention.

[0036] Figure 1 This is a flow chart of a method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to an embodiment of the present invention. Figure 1 As shown, the method includes:

[0037] S101, collecting track geometry detection data, and selecting the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data;

[0038] S102: Based on the optimal chord length, statistically analyzing the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration distribution, and establishing a correlation between the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration based on the statistical results;

[0039] S103, for a bridge section of a railway with both passenger and freight lines, modifying the vehicle acceleration limit of the section based on information about bridge deformation and vehicle type response differences;

[0040] S104: Determine a control limit for the midpoint chord measurement of the long-wave track irregularity at the optimal chord length based on the corrected vehicle acceleration limit, the correlation between the chord measurement of the long-wave track irregularity at the optimal chord length, and the vehicle acceleration.

[0041] This invention effectively characterizes the dynamic state of trains on long-span bridge sections of passenger-freight railways by evaluating the optimal chord length for midpoint chord evaluation of long-wave track irregularities. It calculates the relationship between the measured long-wave track irregularity chord and vehicle acceleration under the most unfavorable operating conditions and develops a fitting formula. It then proposes control limits for long-wave track irregularity that match the vehicle acceleration limits in long-span bridge sections. This long-wave track irregularity control strategy, which can scientifically characterize the vehicle's dynamic response state, represents a development trend in ensuring train safety and maintaining operational quality in long-span bridge sections of passenger-freight railways. It holds important guiding significance for the assessment and improvement of railway track irregularity and offers broad prospects for widespread application.

[0042] In order to explain more clearly the above-mentioned method for controlling long-wave track height irregularity on a large-span bridge on a passenger-freight railway, each step will be described in detail below.

[0043] In one embodiment, S101, track geometry detection data is collected, and the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity is selected based on the track geometry detection data. The specific process is as follows:

[0044] The track geometry detection data is output according to the midpoint chord, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is calculated, and the optimal chord length is determined according to the correlation coefficient distribution characteristics of the correlation.

[0045] For passenger and freight railways, the vehicle acceleration and long-wave track irregularity data are measured by a track inspection vehicle, and the midpoint chord value of the long-wave track irregularity data at different chord lengths is determined. The line connecting two points on the rail is used as the measuring chord, and the distance from the measuring point corresponding to the midpoint of the chord length to the chord reference is used as the midpoint chord value of the long-wave track irregularity. The calculation method is:

[0046]

[0047] Where V i V represents the midpoint chord measurement value of point i with L as the chord length; i ′ represents the approximate value of the midpoint chord measured at point i with L as the chord length; L represents the measured chord length; a represents the half chord length, a=L / 2; h i 、h i-a 、h i+a It is the elevation of the long wave track irregularity at points i, ia, and i+a to the reference axis.

[0048] This step primarily selects the optimal chord length for evaluating the midpoint chord of long-wave track irregularities. Specifically, the track geometry data is output according to the midpoint chord. The correlation between the midpoint chord values and vehicle acceleration at different output chord lengths is calculated, and the optimal chord length is determined based on the distribution characteristics of the correlation coefficient.

[0049] The midpoint chord measurement method uses the line connecting two points on the rail as the measuring chord, and the distance from a certain measuring point in the middle to the chord reference is used as the chord measurement value of the track irregularity. Figure 2 , is a schematic diagram of the midpoint chord measurement method, in which the red line is the chord reference. According to the position and number of the intermediate measuring points, the chord measurement method is divided into three-point midpoint chord method, three-point offset chord method and multi-point chord measurement method. Among them, this embodiment adopts the three-point midpoint chord method (midpoint chord measurement method), and the specific principle is as follows Figure 2 As shown in the figure, number 1 represents track irregularity, and number 2 represents the chord reference. Assuming that the measured chord length is L, when measuring point i, it is necessary to measure points ia and i+a at the same time. Based on formula (1), the midpoint chord amplitude of point i can be calculated.

[0050] Taking a 200 km / h passenger and freight railway as an example, the vertical acceleration of the vehicle body is measured by a track inspection vehicle (e.g. Figure 3 As shown in the figure) and the long wave height and low roughness data of the 1.5 to 120m band, the measured roughness is output according to the chord length of 10m, 20m, 30m, 40m, 50m and 60m based on the above formula. The output results are as follows Figure 4 As shown. Among them, Figure 3 is a schematic diagram of the measured vehicle vertical acceleration. Figure 4 Schematic diagram of the output results for different chord lengths.

[0051] According to the midpoint chord measurement V i and vehicle acceleration A i , determine the midpoint chord value V under different chord lengths i With the vehicle acceleration A i The correlation coefficient r is calculated as follows:

[0052]

[0053] Where r represents the correlation coefficient; n is the number of sampling points in the midpoint chord measurement and vehicle acceleration sequence; V i A represents the midpoint chord value of point i; i represents the vehicle acceleration at point i; and are the midpoint chord measurement value and the average value of the vehicle body acceleration series. Figure 5 , which is a schematic diagram of the correlation coefficient between the output values of different chord lengths of track long-wave irregularities and the vehicle acceleration.

[0054] Through the above processing process, a number of (e.g., more than ten) passenger and freight railways were sampled and analyzed to obtain the correlation between the midpoint chord measurement value of the track long-wave height irregularity data at different chord lengths and the vehicle body acceleration. The chord length corresponding to the highest correlation coefficient was selected as the optimal chord length.

[0055] Specifically, the scope of the test data samples was expanded to several passenger and freight railways with a speed of 200 kilometers per hour, and the correlation between the output values of track long wave irregularities at different chord lengths and the vehicle acceleration was statistically analyzed. Figure 6 , which is a box diagram of the statistical characteristics of the correlation coefficient between the output values of different chord lengths of long-wave height irregularities and the vertical acceleration of the vehicle body. The mean values of the correlation coefficients in the figure are listed in Table 1.

[0056] Table 1 Average correlation coefficient between measured long-wave irregularity chord values and vehicle acceleration

[0057] chord length 10m 20m 30m 40m 50m 60m Average value of correlation coefficient between height irregularity and vehicle vertical acceleration 0.45 0.66 0.73 0.71 0.66 0.58

[0058] According to Table 1, the chord length corresponding to the highest correlation coefficient between long-wave height irregularity and vehicle vertical acceleration (i.e., 30 m) is selected as the optimal chord length.

[0059] In one embodiment, S102, based on the optimal chord length, statistics are collected on the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration distribution. Based on the statistical results, a correlation between the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration is established. The specific process is as follows:

[0060] According to the statistical results, the scattered points are grouped according to the chord measurement value, and the cumulative distribution points exceeding the preset proportion in each group are extracted;

[0061] According to the cumulative distribution points, a fitting function is constructed using a linear fitting method, and the fitting function is used to represent the correlation between the chord measurement value and the vehicle body acceleration.

[0062] This step primarily establishes a correlation between the measured chord values of long-wave track irregularities and the vehicle's dynamic response. Specifically, the chord values of long-wave track irregularities at the optimal chord length and the vehicle acceleration distribution are statistically analyzed, and the two are fitted considering the most unfavorable driving conditions.

[0063] Taking multiple (e.g., more than ten) passenger and freight railways with a speed of 200 kilometers per hour as the research object, the long-wave height irregularity data measured by the track inspection vehicle are output according to a 30m chord, and a scatter plot representing the statistical relationship between long-wave track irregularity and vehicle acceleration is obtained, as shown in Figure 2. Figure 7 Indicated by the black dots.

[0064] In order to take into account the most unfavorable operating conditions of the vehicle as much as possible, the black scattered points are grouped according to the uneven chord measurement value, that is, {1,2}, {2,3},…, {11,12}, and the 95% cumulative distribution points in each group are extracted as follows: Assume that the probability distribution of the discrete random variable X in the group {n, n+1} is P(X=x k )=p k ,k=1,2,···, then its cumulative distribution function F(x) is:

[0065]

[0066] That is, to find the case where more than 95% of the cumulative distribution in the group is to find the case where value.

[0067] The scattered points that exceed 95% of the cumulative distribution in each group are marked as blue boxes, and the fitting function of each point shown in the blue box is constructed by linear fitting. The results are shown in the figure below. Figure 7 The solid red line in .

[0068] refer to Figure 7 , is a schematic diagram of the fitting curve of the long-wave height irregularity 30m chord measurement value and the vehicle body vertical acceleration. Figure 7 It can be seen that, considering the most unfavorable driving conditions, the relationship between the 30m chord measurement value of the long-wave height irregularity and the vehicle acceleration can be expressed by the following formula:

[0069] Y(x)=0.0084x+0.0324; (4)

[0070] Where Y represents acceleration and x represents the chord measurement value.

[0071] In one embodiment, S103, for a railway bridge section with both passenger and freight lines, the vehicle acceleration limit of the section is modified based on the bridge deformation and vehicle type response difference information. The specific process is as follows:

[0072] Determining the vehicle acceleration limit before correction based on a multi-level management strategy; wherein the multi-level management strategy includes at least operation acceptance, planned maintenance, and temporary repair;

[0073] Determine the vehicle acceleration deduction value corresponding to the multi-level management strategy based on bridge deformation and vehicle model response difference information;

[0074] The corrected vehicle body acceleration limit value is determined according to the vehicle body acceleration limit value before correction and the vehicle body acceleration deduction value.

[0075] This step primarily determines the vehicle dynamic response limits applicable to long-span bridge sections. Specifically, based on the existing vertical acceleration limits for the existing sections, the vehicle acceleration limits for long-span bridge sections are modified to account for the effects of additional bridge deformation and the response differences between different vehicle types.

[0076] In actual application scenarios, track irregularity amplitudes on operating railways are often managed using a four-level approach: Level I for routine maintenance standards, Level II for planned maintenance standards, Level III for temporary repairs, and Level IV for speed limits.

[0077] Considering that the impact of long-wave track irregularities on vehicle operation safety is relatively small, there is no need to formulate speed limit standards. Instead, a three-level management strategy of "operation acceptance", "planned maintenance" and "temporary repair" can be adopted. Among them, the limit values of vehicle body vertical acceleration for "operation acceptance", "planned maintenance" and "temporary repair" are 1.0m / s 2 , 1.5m / s 2 and 2.0m / s 2 control.

[0078] On long-span railway bridges, vehicle dynamics are also affected by factors such as beam deformation, vehicle type variations, and wind loads, necessitating adjustments and corrections to vehicle acceleration limits. Specifically, the vehicle acceleration limits for "planned maintenance" and "temporary repairs" should account for the effects of additional bridge deformation and vehicle type response variations. These deductions are shown in Table 2.

[0079] Table 2 Vehicle vertical acceleration limits applicable to long-span bridge sections

[0080]

[0081] In one embodiment, S104 determines a control limit for the midpoint chord value of the long-wave track irregularity at the optimal chord length based on the corrected vehicle acceleration limit and the correlation between the chord value of the long-wave track irregularity at the optimal chord length and the vehicle acceleration. The specific process is as follows:

[0082] Substituting the corrected vehicle acceleration limit into the fitting function, calculating the chord measurement value of the track long-wave height irregularity at the optimal chord length corresponding to the vehicle acceleration in the passenger-freight co-linear railway bridge section;

[0083] The chord measurement values are rounded off to obtain the track long-wave height irregularity classification control limit values applicable to the long-span bridge section of the operating railway.

[0084] This step establishes control limits for long-wave track irregularities on operational long-span bridges. Specifically, based on the revised vehicle acceleration limits on long-span bridges and the fitting formula for vehicle acceleration-track long-wave irregularity chord measurements, control limits for long-wave track height irregularities, measured at the midpoint chord at the optimal chord length, are calculated.

[0085] Substituting the revised vehicle acceleration limits in Table 2 into equation (4) yields the 30-m chordal values of track long-wave irregularity corresponding to the vehicle acceleration limits in the long-span bridge section. The results are shown in Table 3. To facilitate on-site management and application, the calculated chordal values are rounded off to the nearest integer, yielding the graded control limits for long-wave high and low track irregularity applicable to long-span bridge sections of operating railways.

[0086] Table 3 Control limits of long-wave height irregularities on long-span bridges

[0087]

[0088] The present invention can overcome the technical problems of the current track long-wave irregularity vector-distance difference evaluation method, which, when applied to large-span bridges on operating railways, has the problem of a loose correlation between the vector-distance difference evaluation results and the vehicle acceleration, an inability to accurately reflect the vehicle dynamics, and difficulty in scientifically guiding maintenance operations. This method implements a track long-wave irregularity control method suitable for large-span bridges on passenger-freight co-linear railways. Specifically, the present invention utilizes the good correlation between the evaluation results of the midpoint chord measurement method and the track linear curvature and vehicle acceleration, innovatively proposes an optimal chord length selection method for the midpoint chord evaluation of track long-wave irregularity, and a control method for the track long-wave irregularity chord measurement value on large-span bridges that considers the most unfavorable driving conditions. This achieves a scientific match between the dynamics of the rail vehicle and the track long-wave irregularity control strategy, effectively guiding the long-wave irregularity remediation operations on large-span bridges and effectively improving the safety level of train operations.

[0089] It should be noted that although the operations of the method of the present invention are described in a specific order in the above embodiments and drawings, this does not require or imply that these operations must be performed in this specific order, or that all illustrated operations must be performed to achieve the desired results. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0090] After introducing the method of the exemplary embodiment of the present invention, next, referring to Figures x to x, the long-wave height irregularity control device of the track on the large-span bridge of the passenger-freight shared railway according to the exemplary embodiment of the present invention is introduced.

[0091] The implementation of the long-wave track height irregularity control device on a large-span bridge on a shared passenger and freight railway can be referenced to the implementation of the aforementioned method, and any repetitions will not be repeated. The terms "module" or "unit" used below may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0092] Based on the same inventive concept, the present invention also proposes a device for controlling long-wave height irregularities of tracks on a large-span bridge on a passenger-freight railway. Figure 8 As shown, the device includes:

[0093] The optimal chord length selection module 810 is used to collect track geometry detection data and select the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data;

[0094] The correlation analysis module 820 is configured to collect statistics on the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration distribution, and establish a correlation between the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration based on the statistical results;

[0095] The vehicle acceleration limit correction module 830 is used to correct the vehicle acceleration limit in a section of a railway bridge with both passenger and freight lines based on information about bridge deformation and vehicle type response differences.

[0096] The control limit determination module 840 is used to determine the control limit of the midpoint chord measurement of the long-wave track irregularity at the optimal chord length based on the corrected vehicle acceleration limit and the correlation between the chord measurement of the long-wave track irregularity at the optimal chord length and the vehicle acceleration.

[0097] In one embodiment, the optimal chord length selection module is specifically configured to:

[0098] The track geometry detection data is output according to the midpoint chord, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is calculated, and the optimal chord length is determined according to the correlation coefficient distribution characteristics of the correlation.

[0099] In one embodiment, the optimal chord length selection module is specifically configured to:

[0100] For passenger and freight railways, the vehicle acceleration and long-wave track irregularity data are measured by a track inspection vehicle, and the midpoint chord value of the long-wave track irregularity data at different chord lengths is determined. The line connecting two points on the rail is used as the measuring chord, and the distance from the measuring point corresponding to the midpoint of the chord length to the chord reference is used as the midpoint chord value of the long-wave track irregularity. The calculation method is:

[0101]

[0102] Where V i V represents the midpoint chord measurement value of point i with L as the chord length; i ′ represents the approximate value of the midpoint chord measured at point i with L as the chord length; L represents the measured chord length; a represents the half chord length, a=L / 2; h i 、h i-a 、h i+a The elevation of the long-wave track irregularity at points i, ia, and i+a to the reference axis;

[0103] Based on the midpoint chord measurement value and the vehicle body acceleration, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is determined. The calculation method is:

[0104]

[0105] Where r represents the correlation coefficient; n is the number of sampling points in the midpoint chord measurement and vehicle acceleration sequence; V i A represents the midpoint chord value of point i; i represents the vehicle acceleration at point i; and are the average values of the midpoint chord measurement and the vehicle body acceleration series respectively;

[0106] Through the above processing, a number of passenger and freight railways were sampled and analyzed to obtain the correlation between the midpoint chord measurement value of the track long-wave height irregularity data at different chord lengths and the vehicle body acceleration. The chord length corresponding to the highest correlation coefficient was selected as the optimal chord length.

[0107] In one embodiment, the association relationship analysis module is specifically used to:

[0108] According to the statistical results, the scattered points are grouped according to the chord measurement value, and the cumulative distribution points exceeding the preset proportion in each group are extracted;

[0109] According to the cumulative distribution points, a fitting function is constructed using a linear fitting method, and the fitting function is used to represent the correlation between the chord measurement value and the vehicle body acceleration.

[0110] In one embodiment, the vehicle acceleration limit correction module is specifically configured to:

[0111] Determining the vehicle acceleration limit before correction based on a multi-level management strategy; wherein the multi-level management strategy includes at least operation acceptance, planned maintenance, and temporary repair;

[0112] Determine the vehicle acceleration deduction value corresponding to the multi-level management strategy based on bridge deformation and vehicle model response difference information;

[0113] The corrected vehicle body acceleration limit value is determined according to the vehicle body acceleration limit value before correction and the vehicle body acceleration deduction value.

[0114] In one embodiment, the control limit determination module is specifically configured to:

[0115] Substituting the corrected vehicle acceleration limit into the fitting function, calculating the chord measurement value of the track long-wave height irregularity at the optimal chord length corresponding to the vehicle acceleration in the passenger-freight co-linear railway bridge section;

[0116] The chord measurement values are rounded off to obtain the track long-wave height irregularity classification control limit values applicable to the long-span bridge section of the operating railway.

[0117] It should be noted that while the detailed description above mentions several modules for the long-wave track irregularity control system on a long-span bridge for passenger-freight railways, this division is merely exemplary and not mandatory. In practice, according to embodiments of the present invention, the features and functions of two or more modules described above may be embodied in a single module. Conversely, the features and functions of a single module described above may be further divided and embodied by multiple modules.

[0118] Based on the above invention concept, Figure 9 As shown, the present invention also proposes a computer device 900, including a memory 910, a processor 920, and a computer program 930 stored in the memory 910 and executable on the processor 920. When the processor 920 executes the computer program 930, the aforementioned method for controlling long-wave height irregularity of tracks on a large-span bridge on a passenger-freight co-linear railway is implemented.

[0119] Based on the aforementioned inventive concept, the present invention proposes a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the aforementioned method for controlling long-wave height irregularity of the track on a large-span bridge on a passenger-freight shared railway.

[0120] Based on the aforementioned inventive concept, the present invention proposes a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements a method for controlling long-wave height irregularity of track on a large-span bridge on a passenger-freight railway.

[0121] The method and device for controlling track long-wave height irregularity on a large-span bridge on a passenger-freight shared railway proposed by the present invention collect track geometry detection data, and select the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data; based on the optimal chord length, statistics are taken on the chord measurement value of the track long-wave height irregularity at the optimal chord length and the vehicle body acceleration distribution, and a correlation relationship between the chord measurement value of the track long-wave height irregularity at the optimal chord length and the vehicle body acceleration is established based on the statistical results; for a bridge section of the passenger-freight shared railway, the vehicle body acceleration limit of the section is corrected according to the bridge deformation and vehicle model response difference information; based on the corrected vehicle body acceleration limit and the long-wave height irregularity of the track, the vehicle body acceleration limit is corrected. The correlation between the chord measurement value and the vehicle body acceleration at the optimal chord length is used to determine the control limit of the midpoint chord measurement value of the track long-wave height irregularity at the optimal chord length. The present invention utilizes the characteristic that the evaluation results of the midpoint chord measurement method have a good correlation with the track linear curvature and the vehicle body acceleration, and innovatively proposes an optimal chord length selection method for the midpoint chord evaluation of track long-wave irregularity. The control method of the chord measurement value of the track long-wave irregularity on the long-span bridge considering the most unfavorable driving conditions is realized, and a scientific matching between the dynamic state of the rail vehicle and the control strategy of the track long-wave irregularity is achieved, which can effectively guide the long-wave irregularity remediation operation of the track on the long-span bridge, effectively improve the level of train operation safety, and provide strong technical support for track safety.

[0122] The acquisition, storage, use, and processing of data in the technical solution of this application comply with relevant laws and regulations.

[0123] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, apparatus, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0124] The present invention is described with reference to flowcharts and / or block diagrams of methods and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0125] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0126] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0127] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-described embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. Such modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway, characterized in that: include: Collecting track geometry detection data, and selecting an optimal chord length corresponding to a midpoint chord of a track long-wave height irregularity according to the track geometry detection data; According to the optimal chord length, statistics are collected on the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration distribution, and a correlation relationship between the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration is established based on the statistical results; For bridge sections on passenger and freight railways, the vehicle acceleration limits for that section are modified based on information on bridge deformation and vehicle type response differences. According to the corrected vehicle acceleration limit and the correlation between the chord measurement value of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration, the control limit of the midpoint chord measurement value of the long-wave track height irregularity at the optimal chord length is determined.

2. The method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 1 is characterized in that: Collecting track geometry detection data, and selecting the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data, including: The track geometry detection data is output according to the midpoint chord, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is calculated, and the optimal chord length is determined according to the correlation coefficient distribution characteristics of the correlation.

3. The method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 2 is characterized in that: Outputting the track geometry detection data according to the midpoint chord, calculating the correlation between the midpoint chord measurement value and the vehicle acceleration under different chord lengths, and determining the optimal chord length based on the correlation coefficient distribution characteristics of the correlation, including: For passenger and freight railways, the vehicle acceleration and long-wave track irregularity data are measured by a track inspection vehicle, and the midpoint chord value of the long-wave track irregularity data at different chord lengths is determined. The line connecting two points on the rail is used as the measuring chord, and the distance from the measuring point corresponding to the midpoint of the chord length to the chord reference is used as the midpoint chord value of the long-wave track irregularity. The calculation method is: Where V i V represents the midpoint chord measurement value of point i with L as the chord length; i ′ represents the approximate value of the midpoint chord measured at point i with L as the chord length; L represents the measured chord length; a represents the half chord length, a=L / 2; h i 、h i-a 、h i+a The elevation of the long-wave track irregularity at points i, ia, and i+a to the reference axis; Based on the midpoint chord measurement value and the vehicle body acceleration, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is determined. The calculation method is: Where r represents the correlation coefficient; n is the number of sampling points in the midpoint chord measurement and vehicle acceleration sequence; V i A represents the midpoint chord value of point i; i represents the vehicle acceleration at point i; and are the average values of the midpoint chord measurement and the vehicle body acceleration series respectively; Through the above processing, a number of passenger and freight railways were sampled and analyzed to obtain the correlation between the midpoint chord measurement value of the track long-wave height irregularity data at different chord lengths and the vehicle body acceleration. The chord length corresponding to the highest correlation coefficient was selected as the optimal chord length.

4. The method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 1 is characterized in that: According to the optimal chord length, statistics are collected on the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration distribution, and a correlation relationship between the chord values of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration is established based on the statistical results, including: According to the statistical results, the scattered points are grouped according to the chord measurement value, and the cumulative distribution points exceeding the preset proportion in each group are extracted; According to the cumulative distribution points, a fitting function is constructed using a linear fitting method. The fitting function is used to represent the correlation between the chord measurement value and the vehicle body acceleration.

5. The method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 1 is characterized in that: For railway bridge sections with both passenger and freight lines, the vehicle acceleration limits in this section are modified based on the bridge deformation and vehicle type response differences, including: Determining the vehicle acceleration limit before correction based on a multi-level management strategy; wherein the multi-level management strategy includes at least operation acceptance, planned maintenance, and temporary repair; Determine the vehicle acceleration deduction value corresponding to the multi-level management strategy based on bridge deformation and vehicle model response difference information; The corrected vehicle body acceleration limit value is determined according to the vehicle body acceleration limit value before correction and the vehicle body acceleration deduction value.

6. The method for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 4 is characterized in that: Based on the revised vehicle acceleration limit and the correlation between the chord value measured at the optimal chord length of the long-wave track height irregularity and the vehicle acceleration, the control limit of the chord value measured at the midpoint of the long-wave track height irregularity at the optimal chord length is determined, including: Substituting the corrected vehicle acceleration limit into the fitting function, calculating the chord measurement value of the track long-wave height irregularity at the optimal chord length corresponding to the vehicle acceleration in the passenger-freight co-linear railway bridge section; The chord measurement values are rounded off to obtain the track long-wave height irregularity classification control limit values applicable to the long-span bridge section of the operating railway.

7. A device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway, characterized in that: include: An optimal chord length selection module is used to collect track geometry detection data and select the optimal chord length corresponding to the midpoint chord of the track long-wave height irregularity according to the track geometry detection data; a correlation analysis module for collecting statistics on the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration distribution according to the optimal chord length, and establishing a correlation between the chord values of the long-wave track irregularity at the optimal chord length and the vehicle acceleration according to the statistical results; The vehicle acceleration limit correction module is used to correct the vehicle acceleration limit in the passenger-freight railway bridge section based on the bridge deformation and vehicle type response difference information; The control limit determination module is used to determine the control limit of the midpoint chord measurement value of the long-wave track height irregularity at the optimal chord length based on the corrected vehicle acceleration limit and the correlation between the chord measurement value of the long-wave track height irregularity at the optimal chord length and the vehicle acceleration.

8. The device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 7 is characterized in that: The optimal chord length selection module is specifically used for: The track geometry detection data is output according to the midpoint chord, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is calculated, and the optimal chord length is determined according to the correlation coefficient distribution characteristics of the correlation.

9. The device for controlling long-wave track height irregularity on a large-span bridge on a passenger-freight railway according to claim 8 is characterized in that: The optimal chord length selection module is specifically used for: For passenger and freight railways, the vehicle acceleration and long-wave track irregularity data are measured by a track inspection vehicle, and the midpoint chord value of the long-wave track irregularity data at different chord lengths is determined. The line connecting two points on the rail is used as the measuring chord, and the distance from the measuring point corresponding to the midpoint of the chord length to the chord reference is used as the midpoint chord value of the long-wave track irregularity. The calculation method is: Where V i V represents the midpoint chord measurement value of point i with L as the chord length; i ′ represents the approximate value of the midpoint chord measured at point i with L as the chord length; L represents the measured chord length; a represents the half chord length, a=L / 2; h i 、h i-a 、h i+a The elevation of the long-wave track irregularity at points i, ia, and i+a to the reference axis; Based on the midpoint chord measurement value and the vehicle body acceleration, the correlation between the midpoint chord measurement value and the vehicle body acceleration under different chord lengths is determined. The calculation method is: Where r represents the correlation coefficient; n is the number of sampling points in the midpoint chord measurement and vehicle acceleration sequence; V i A represents the midpoint chord value of point i; i represents the vehicle acceleration at point i; and are the average values of the midpoint chord measurement and the vehicle body acceleration series respectively; Through the above processing, a number of passenger and freight railways were sampled and analyzed to obtain the correlation between the midpoint chord measurement value of the track long-wave height irregularity data at different chord lengths and the vehicle body acceleration. The chord length corresponding to the highest correlation coefficient was selected as the optimal chord length.

10. The device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 7, characterized in that: The association relationship analysis module is specifically used for: According to the statistical results, the scattered points are grouped according to the chord measurement value, and the cumulative distribution points exceeding the preset proportion in each group are extracted; According to the cumulative distribution points, a fitting function is constructed using a linear fitting method. The fitting function is used to represent the correlation between the chord measurement value and the vehicle body acceleration.

11. The device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 7, characterized in that: The vehicle acceleration limit correction module is specifically used to: Determining the vehicle acceleration limit before correction based on a multi-level management strategy; wherein the multi-level management strategy includes at least operation acceptance, planned maintenance, and temporary repair; Determine the vehicle acceleration deduction value corresponding to the multi-level management strategy based on bridge deformation and vehicle model response difference information; The corrected vehicle body acceleration limit value is determined according to the vehicle body acceleration limit value before correction and the vehicle body acceleration deduction value.

12. The device for controlling long-wave track irregularities on a large-span bridge on a passenger-freight railway according to claim 10, characterized in that: The control limit determination module is specifically used to: Substituting the corrected vehicle acceleration limit into the fitting function, calculating the chord measurement value of the track long-wave height irregularity at the optimal chord length corresponding to the vehicle acceleration in the passenger-freight co-linear railway bridge section; The chord measurement values are rounded off to obtain the track long-wave height irregularity classification control limit values applicable to the long-span bridge section of the operating railway.

13. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 6 is implemented.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

15. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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