Bullet train turnout passing performance evaluation method and device

Abstract

The invention discloses a bullet train turnout passing performance evaluation method and device, and the method comprises the steps: calculating the framework transverse displacement data of a turnout section according to the single-side gauge data and the rail direction irregularity data; extracting framework transverse displacement data in the wheel load transition area from the framework transverse displacement data of the turnout section; selecting the maximum framework transverse displacement data from the framework transverse displacement data in the wheel load transition area as a framework transverse displacement peak value, and calculating a framework transverse displacement peak-to-peak value and a corresponding interval distance between a peak and a trough according to the framework transverse displacement peak value; calculating an equivalent impact rate according to the transverse displacement peak-to-peak value of the framework and the spacing distance between the corresponding peak and trough; and comparing the transverse displacement peak value of the framework with a preset transverse displacement threshold value of the framework, and judging that the passing performance of the framework is in an abnormal state when the bullet train passes through the turnout. Accurate diagnosis of the service state of the turnout can be realized, and deterioration of the service state of the turnout is avoided.

Description

Technical Field

[0001] This invention relates to the field of power train turnout performance evaluation technology, and more particularly to a method and apparatus for evaluating power train turnout performance. Background Technology

[0002] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section.

[0003] When a high-speed train passes through a turnout section, the wheel-rail contact point transitions between the stock rail and the switch rail; this process is called wheel load transition. At the moment of wheel load transition, a significant lateral force is generated on the wheel-rail contact plane. Although high-speed trains are equipped with primary and secondary suspension springs, the lateral vibration frequency caused by wheel load transition is relatively low, while the filtering frequency band of the primary and secondary suspension springs is relatively high. This lateral vibration will be transmitted upwards, allowing the bogies and car body to still perceive the lateral vibration caused by wheel load transition. When the turnout equipment is in poor service condition, it will lead to abnormal vibrations in the bogies and car body, significantly reducing the passenger experience. Simultaneously, this abnormal lateral vibration, which should not occur, will also have a reaction effect on the turnout equipment, further deteriorating its service condition and reducing its lifespan.

[0004] The bogie structure is a critical component affecting train operation safety, and its passability reveals the service status of the track equipment. Currently, existing technology primarily involves installing acceleration sensors at the ends of the bogie structure, according to the GB / T5599-2019 standard, to determine whether the peak lateral acceleration continuously exceeds 8 m / s². 2 To determine lateral instability, existing methods rely on acceleration duration thresholds for judgment, which cannot effectively capture such transient vibration characteristics. This results in peak acceleration reflecting continuous swaying, making it difficult to quantify the amplitude and severity of transient vibrations caused by wheel load transitions. Therefore, using peak lateral acceleration as an evaluation index for lateral instability has limitations. Furthermore, brief vibrations may be ignored because they do not continuously exceed the threshold, failing to effectively identify abnormalities in the turnout's performance when a train passes through it. This leads to delayed maintenance intervention and exacerbates the deterioration of the turnout's service condition. Summary of the Invention

[0005] This invention provides a method for evaluating the throughput performance of a railway turnout, which effectively identifies abnormal conditions in the turnout's throughput performance, achieves accurate diagnosis of the turnout's service status, and avoids deterioration of the turnout's service status. The method includes:

[0006] Obtain track geometry detection information for the section of the railway where the train passes through the turnout; the track geometry detection information includes single-sided track gauge data and track alignment irregularity data; calculate the lateral displacement data of the turnout section frame based on the single-sided track gauge data and track alignment irregularity data;

[0007] Select the wheel load transition zone from the turnout section, and extract the lateral displacement data of the frame in the wheel load transition zone from the lateral displacement data of the turnout section frame.

[0008] The maximum lateral displacement data of the frame is selected from the lateral displacement data of the frame in the wheel load transition zone as the peak value of the lateral displacement of the frame. The peak value of the lateral displacement of the frame and the corresponding interval between the peak and the trough are calculated based on the peak value of the lateral displacement of the frame.

[0009] The equivalent impact rate is calculated based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs.

[0010] The peak value of the lateral displacement of the structure is compared with the preset lateral displacement threshold of the structure, and the equivalent impact rate is compared with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold of the structure, and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the structure's passing performance is determined to be abnormal when the train passes through the turnout.

[0011] This invention also provides a turnout throughput performance evaluation device for effectively identifying abnormalities in the throughput performance of the turnout structure, achieving accurate diagnosis of the turnout's service status, and preventing the turnout's service status from deteriorating. The device includes:

[0012] The turnout section frame lateral displacement data calculation module is used to obtain track geometry detection information when a train passes through the turnout section; the track geometry detection information includes single-sided gauge data and track alignment irregularity data; based on the single-sided gauge data and track alignment irregularity data, the lateral displacement data of the turnout section frame is calculated.

[0013] The wheel-load transition zone frame lateral displacement data acquisition module is used to select the wheel-load transition zone from the turnout section and extract the frame lateral displacement data within the wheel-load transition zone from the frame lateral displacement data of the turnout section.

[0014] The frame lateral displacement peak value determination module is used to select the maximum frame lateral displacement data from the frame lateral displacement data in the wheel load transition zone as the frame lateral displacement peak value, and calculate the frame lateral displacement peak value and the corresponding peak-to-trough interval distance based on the frame lateral displacement peak value.

[0015] The equivalent impact rate calculation module is used to calculate the equivalent impact rate based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs.

[0016] The turnout performance status determination module is used to compare the peak value of the lateral displacement of the structure with the preset lateral displacement threshold of the structure, and to compare the equivalent impact rate with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold of the structure, and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the turnout performance is determined to be abnormal when the train passes through the turnout.

[0017] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described method for evaluating the performance of a turnout on a moving track.

[0018] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for evaluating the performance of a turnout on a moving train.

[0019] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-described method for evaluating the performance of a turnout on a moving track.

[0020] In this embodiment of the invention, track geometry detection information of the section where the train passes through a turnout is obtained; the track geometry detection information includes single-sided gauge data and track alignment irregularity data; based on the single-sided gauge data and track alignment irregularity data, the lateral displacement data of the turnout section frame is calculated; a wheel-load transition zone is selected from the turnout section, and the lateral displacement data of the frame within the wheel-load transition zone is extracted from the lateral displacement data of the turnout section frame; the maximum lateral displacement data of the frame within the wheel-load transition zone is selected as the peak value of the lateral displacement of the frame, and based on the structure... The method involves calculating the peak value of the lateral displacement of the frame and the corresponding interval between peaks and troughs. Based on these values, the equivalent impact rate is calculated. The peak value of the lateral displacement is compared with a preset threshold, and the equivalent impact rate is compared with a preset threshold. When the peak value of the lateral displacement exceeds the preset threshold and / or the equivalent impact rate exceeds the preset threshold, the frame's performance is deemed abnormal when a train passes through the turnout. In this process, the present invention uses track geometry detection data as a basis. By extracting the lateral displacement data of the frame in the wheel-load transition zone, a dual-index evaluation system of peak lateral displacement and equivalent impact rate is established. This effectively identifies abnormalities in the frame's performance, solves the problem of existing acceleration evaluation indices failing under transient vibration scenarios, achieves accurate diagnosis of the turnout's service status, and avoids deterioration of the turnout's service status. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0022] Figure 1 This is a flowchart of the performance evaluation method for the passing turnout of the moving track in an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram illustrating the principle of track irregularity detection in an embodiment of the present invention.

[0024] Figure 3 This is a flowchart illustrating the selection of the wheel load transition zone in an embodiment of the present invention;

[0025] Figure 4 This is a flowchart for calculating the peak value of the lateral displacement of the frame and the interval between the peaks and troughs in an embodiment of the present invention;

[0026] Figure 5 This is a flowchart illustrating the process of obtaining the lateral displacement data of the second peak point structure in an embodiment of the present invention;

[0027] Figure 6 This is a schematic diagram of the turnout positioning index in an embodiment of the present invention;

[0028] Figure 7 This is a schematic diagram of the lateral displacement of the framework in an embodiment of the present invention;

[0029] Figure 8 This is a schematic diagram of the lateral displacement of the structure of a high-speed train passing through a turnout in an abnormal state, according to an embodiment of the present invention.

[0030] Figure 9 This is a schematic diagram of the performance evaluation device for the turnout of the moving train in an embodiment of the present invention. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0032] Figure 1 This is a flowchart of a method for evaluating the performance of a turnout in a moving train according to an embodiment of the present invention. The method includes:

[0033] Step 101: Obtain track geometry detection information of the section where the train passes through the turnout; the track geometry detection information includes single-sided gauge data and track alignment irregularity data; calculate the lateral displacement data of the turnout section frame based on the single-sided gauge data and track alignment irregularity data.

[0034] Step 102: Select the wheel load transition zone from the turnout section, and extract the lateral displacement data of the frame in the wheel load transition zone from the lateral displacement data of the turnout section frame.

[0035] Step 103: Select the maximum lateral displacement data of the frame from the lateral displacement data of the frame in the wheel load transition zone as the peak value of the lateral displacement of the frame, and calculate the peak value of the lateral displacement of the frame and the corresponding interval between the peak and the trough based on the peak value of the lateral displacement of the frame.

[0036] Step 104: Calculate the equivalent impact rate based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs.

[0037] Step 105: Compare the peak value of the lateral displacement of the structure with the preset lateral displacement threshold of the structure, and compare the equivalent impact rate with the preset equivalent impact rate threshold; when the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold of the structure, and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, it is determined that the structure's passing performance is abnormal when the train passes through the turnout.

[0038] Each step is explained in detail below.

[0039] In step 101, track geometry detection information of the section where the train passes through the turnout is obtained; the track geometry detection information includes single-sided gauge data and track alignment irregularity data; based on the single-sided gauge data and track alignment irregularity data, the lateral displacement data of the turnout section frame is calculated.

[0040] In a specific embodiment, based on the single-sided track gauge and track irregularity data collected by the high-speed integrated inspection train, and based on the track irregularity measurement principle, the lateral displacement data of the frame that can characterize the lateral vibration state of the frame is calculated.

[0041] Figure 2 This is a schematic diagram illustrating the principle of track irregularity detection in this embodiment of the invention. An ALGN (Axial Alignment Accelerometer) is installed at the center of the detection beam of the high-speed integrated inspection train to collect data describing the lateral attitude changes of the detection beam during operation. Based on the principle of inertial reference, and after improving data accuracy using methods such as complementary filtering, the inertial displacement Y of the detection beam's center position relative to inertial space is obtained using quadratic integration. (x) This data is compared with the left and right single-side track gauge components S measured by the left and right laser camera components. L S R Together, participate in the calculation of left and right track irregularities, such as... Figure 2 As shown.

[0042] Uneven Y-axis on both left and right sides LX Y RX The calculation formula is as follows:

[0043]

[0044] In the formula, D is the length of the detection beam; x is the current mileage position. The high-speed integrated inspection train collects data through spatial sampling, with a sampling frequency of 4 / m, i.e., 4 data points are collected per meter; Y(x) is the lateral displacement of the detection beam relative to the inertial reference, obtained by performing a second integration on the data collected by the track accelerometer; S L (x) is the projection of the distance from the left track gauge point measured by the left laser camera component onto the Y-axis; S R (x) is the projection of the distance from the right track gauge point measured by the right laser camera component onto the Y-axis.

[0045] According to formulas (1) and (2), the inertial displacement Y of the detection beam phase center position relative to the inertial space can be obtained. (x) The calculation formula is as follows:

[0046]

[0047] During the operation of the high-speed integrated inspection train, the projection of the distance from the rail gauge point measured by the laser camera assembly onto the Y-axis is often referred to as the single-sided gauge. According to formulas (3) and (4), the lateral displacement of the inspection beam relative to the inertial reference can be calculated using the rail irregularity, the single-sided gauge, and the length of the inspection beam. Since the inspection beam is directly connected to the bogie, the calculated lateral displacement of the inspection beam relative to the inertial reference can be approximated as the lateral displacement of the bogie relative to the inertial reference. Considering that the inertial reference is difficult to understand, according to... Figure 2 The lateral displacement of the bogie relative to the center line of the track is calculated according to formula (5), hereinafter referred to as the lateral displacement of the bogie.

[0048]

[0049] In the formula, Y0 is the right-side track irregularity value under the condition of no track irregularity.

[0050] The lateral displacement of the track frame is calculated by combining track geometry parameters and the technical parameters of the detection beam, which may contain noise that is detrimental to track condition evaluation. Therefore, data preprocessing is necessary before track condition evaluation, and an appropriate filtering frequency band should be selected to maximize the proportion of signals reflecting the impact of the track system state on the train's operating state in the total signal. Based on preliminary theoretical derivation and measured data analysis, a bandpass filter of 0.1–20 Hz should be applied to the lateral displacement data of the track frame before analysis to improve the signal-to-noise ratio.

[0051] In step 102, a wheel load transition zone is selected from the turnout section, and the lateral displacement data of the frame within the wheel load transition zone is extracted from the lateral displacement data of the turnout section frame.

[0052] Figure 3 This is a flowchart illustrating the selection of a wheel load transition zone in an embodiment of the present invention. In one embodiment, selecting a wheel load transition zone from a turnout section includes:

[0053] Step 301: Obtain the log information of the high-speed train passing through the turnout section;

[0054] Step 302: Based on the ledger information, extract the sections from the turnout sections where the wheel-rail contact point changes from curved tip rail to straight tip rail;

[0055] Step 303: The section where the wheel-rail contact point transitions from the curved tip rail to the straight tip rail is designated as the wheel load transition zone.

[0056] In a specific embodiment, the switching zone of the turnout equipment consists of a straight main rail (curved switch rail) and a curved main rail (straight switch rail). When a high-speed train passes through a high-speed turnout in a straight direction, the train wheelset will complete a wheel load transition in the switching zone, and the wheel-rail contact point will change between the switch rail and the main rail. At the switching zone, the wheel-rail contact point will transition from the curved main rail to the straight switch rail; this process is called wheel load transition. Due to the discontinuity of the rail structure, a large lateral force will be generated during the wheel load transition, causing the wheelset to experience significant lateral vibration. This vibration will be transmitted step by step along the primary and secondary suspension springs, exacerbating the lateral vibration of the frame and car body. This is also the kinematic reason for the frequent occurrence of train swaying in the turnout section. Therefore, the wheel load transition area is the area where the frame's performance is most easily altered when a railway vehicle passes through a turnout in a straight direction. Therefore, the frame's performance when a railway vehicle passes through a turnout in a straight direction is related to the lateral displacement data of the frame within the wheel load transition area.

[0057] In addition, the straight switch rail undergoes planing during manufacturing, and the rail head width gradually increases as the switch rail extends. To achieve wheel load transition, the height of the switch rail tip is lower than that of the stock rail. As the switch rail extends, the height of the top surface of the switch rail gradually increases. The height difference between the switch rail and the stock rail is called the "switch rail reduction value." Its purpose is to reduce the impact of the switch rail structure on the movement of the EMU on the stock rail. When the EMU passes through the turnout in a straight direction, the wheel load transition will be completed within a suitable rail head width range. Therefore, the endpoint mileages corresponding to the wheel load transition zone are the mileage corresponding to the minimum allowable top width of the switch rail and the mileage corresponding to the point where the switch rail reduction value is 0, respectively. The mileage at each position within the turnout section is determined with the switch rail tip mileage as the reference point. The wheel load transition zone mileage Y1 can be written as:

[0058] Y1 = [L + kj × l1, L + kj × l2];

[0059] In the formula, L is the tip mileage of the switch rail, l1 is the minimum allowable top width of the switch rail and the distance from the tip of the switch rail, l2 is the distance from the tip of the switch rail where the drop value of the switch rail is 0, k is the line coefficient, which is 1 for the down line and -1 for the up line; j is the passage mode coefficient, which is 1 for the reverse passage and -1 for the forward passage.

[0060] The minimum allowable top width of the switch rail and the distance from the tip of the switch rail at the position where the switch rail reduction value is 0 differ for different types of 1 / 18 high-speed turnouts. Table 1 gives the specific values ​​for different types of turnouts.

[0061] Table 1 Minimum allowable top width of switch rail and distance from switch rail tip when the position is 0 for high-speed turnouts

[0062]

[0063] Since the frame and wheelset are connected by a series of suspension springs, the lateral vibration of the frame caused by the change in wheel-rail lateral force within the wheel-load transition zone will lag behind the actual wheel-rail transition zone to some extent. Therefore, based on the actual possible wheel-load transition zone, a certain extension is made, denoted by Δx1 and Δx2, to modify the wheel-load transition zone mileage Y1, resulting in the modified Y'1:

[0064] Y'1=[L+kj×l1+Δx1,L+kj×l2+Δx2];

[0065] After extensive data analysis, Δx1 was set to 3 meters and Δx2 to 15 meters.

[0066] In step 103, the maximum lateral displacement data of the frame is selected from the lateral displacement data of the frame in the wheel load transition zone as the peak value of the lateral displacement of the frame. The peak value of the lateral displacement of the frame and the corresponding interval between the peak and the trough are calculated based on the peak value of the lateral displacement of the frame.

[0067] In a specific embodiment, the peak value of the lateral displacement of the frame is used to characterize the maximum lateral vibration amplitude of the frame position caused by wheel load transition when the EMU passes through the turnout.

[0068] Figure 4 This is a flowchart illustrating the calculation of the peak-to-peak value of the lateral displacement of the frame and the interval between peaks and troughs in an embodiment of the present invention. In one embodiment, calculating the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between peaks and troughs based on the peak value of the lateral displacement includes:

[0069] Step 401: Based on the changing trends of the peak value and amplitude of the lateral displacement of the frame, determine the lateral displacement data of the frame corresponding to the second peak point; the data point corresponding to the peak value of the lateral displacement of the frame is the first peak point.

[0070] Step 402: Calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame corresponding to the second peak value point, and use the difference as the peak value of the lateral displacement of the frame; calculate the interval distance between the first peak value point and the second peak value point, and use the interval distance as the interval distance between the peak and the trough.

[0071] In a specific embodiment, the passing method and turnout direction of the EMU when passing through the turnout in a straight direction are obtained, and Table 2 is consulted to determine the direction of the first extreme point and the theoretical amplitude change trend near the first peak point.

[0072] Table 2 shows the first extreme point direction of different passing methods via different turnouts.

[0073]

[0074] Figure 5 This is a flowchart illustrating the process of obtaining the lateral displacement data of the second peak point structure in an embodiment of the present invention. In one embodiment, the lateral displacement data of the structure corresponding to the second peak point is determined based on the changing trends of the peak value and amplitude of the lateral displacement of the structure, including:

[0075] Step 501: Determine the theoretical amplitude change trend of the theoretical wheel load transition zone of the structure based on the turnout direction and the train's turnout passage method; the determination rule for the theoretical amplitude change trend is as follows: when the train passes through the left turnout in the reverse direction, the theoretical amplitude change trend is positive; when the train passes through the right turnout in the reverse direction, the theoretical amplitude change trend is negative; when the train passes through the left turnout in the forward direction, the theoretical amplitude change trend is negative; when the train passes through the right turnout in the forward direction, the theoretical amplitude change trend is positive.

[0076] Step 502: Based on the peak value of the lateral displacement of the frame, determine the actual amplitude change trend of the theoretical wheel load transition zone of the frame; the determination rule for the actual amplitude change trend is as follows: take the data point corresponding to the peak value of the lateral displacement of the frame as the first peak point, extract the lateral displacement data of the frame of the data point adjacent to the first peak point; calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame of the data point adjacent to the first peak point; if the difference is greater than zero, the actual amplitude change trend is determined to be positive; if the difference is less than zero, the actual amplitude change trend is determined to be negative.

[0077] Step 503: Compare the actual amplitude change trend with the theoretical amplitude change trend. When the actual amplitude change trend is consistent with the theoretical amplitude change trend, select the first extreme point after the peak value of the lateral displacement of the frame as the second peak point; when the actual amplitude change trend is inconsistent with the theoretical amplitude change trend, select the first extreme point before the peak value of the lateral displacement of the frame as the second peak point.

[0078] Step 504: Obtain the lateral displacement data of the structure corresponding to the second peak point.

[0079] In step 104, the equivalent impact rate is calculated based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs.

[0080] In one embodiment, the equivalent impact rate is calculated based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs, including:

[0081] Calculate the equivalent impact rate using the following formula:

[0082]

[0083] Where EIR is the equivalent impact rate, P is the peak-to-peak value of the lateral displacement of the frame, and L is the distance between the crest and the trough.

[0084] In step 105, the peak value of the lateral displacement of the structure is compared with the preset lateral displacement threshold of the structure, and the equivalent impact rate is compared with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold of the structure, and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the structure's passing performance is determined to be abnormal when the train passes through the turnout.

[0085] In a specific embodiment, this invention evaluates the performance of a turnout structure when a train passes through it using two indicators: peak lateral displacement and equivalent impact rate. The peak lateral displacement directly characterizes the maximum lateral impact amplitude caused by wheel load transition, reflecting the transient anomaly of wheel-rail lateral forces in the turnout area. The equivalent impact rate quantifies the spatial release rate of vibration energy, revealing the dynamic load-bearing capacity of the turnout structure. The combination of these two indicators allows for accurate diagnosis of the turnout's service status, avoiding misjudgments and omissions caused by the one-sidedness of existing evaluation indicators.

[0086] The effects and functions of this invention will be analyzed and illustrated below with an example:

[0087] A high-speed comprehensive inspection train passed through a 1 / 18 high-speed turnout on a certain high-speed line on a certain day, and the turnout was in normal service condition. The train passed through the turnout in reverse (point rail → frog rail), the turnout type was a ballastless passenger dedicated line left-hand turnout with a management speed of 350 km / h, the passing speed was 303 km / h, and the point rail mileage of this turnout was K138+076. Figure 6 This is a schematic diagram of the turnout positioning index in an embodiment of the present invention. From... Figure 6 It can be seen that the maximum turnout positioning index is 11.34, which corresponds to the tip position of the switch rail in this set of turnouts. The mileage information of the turnout dynamic detection data is accurate.

[0088] The train passes through the left-hand turnout in the opposite direction, leading to the conclusion that the structure will initially swing to the left along the direction of travel; as the wheel-rail contact point gradually transitions from the stock rail to the switch rail, the structure will swing to the right. This kinematic characteristic is reflected in the lateral displacement data as follows: the lateral displacement of the structure experiences a local maximum along the positive y-axis due to wheel load transition, followed by a local maximum along the negative y-axis. According to the present invention, the mileage range of the wheel load transition is K138+076 to K138+095. Figure 7 This is a schematic diagram of the lateral displacement of the frame in an embodiment of the present invention. Figure 7 The marked area indicates the range of the wheel-load transition region proposed in this invention. From... Figure 7 As can be seen, within the wheel load transition range, the lateral displacement of the frame exhibits a local maximum along the positive y-axis, followed by a local maximum along the negative y-axis. This characteristic is consistent with the lateral vibration pattern of the EMU turnout frame.

[0089] The peak lateral displacement and equivalent impact rate of the train frame were calculated when the train passed through a turnout in normal condition and another turnout in abnormal condition, respectively. The results are shown in Table 3. Figure 8 This is a schematic diagram of the lateral displacement of the structure of a high-speed train passing through a turnout in an abnormal state, according to an embodiment of the present invention.

[0090] Table 3 Peak lateral displacement and equivalent impact rate of turnout frame under different service conditions

[0091] name Peak lateral displacement of the structure Equivalent impact rate Normal state turnout 1.81mm 0.42 Abnormal state turnout 5.70mm 0.55

[0092] As shown in Table 3, when the EMU passes through a turnout in an abnormal state, the peak value of the lateral displacement and the equivalent impact rate are significantly greater than when passing through a turnout in a normal state. This verifies that the peak value of the lateral displacement and the equivalent impact rate proposed in this invention can effectively characterize the passing performance of the EMU through the turnout wheel load transition zone.

[0093] This invention also provides a device for evaluating the performance of a power train turnout, as described in the following embodiments. Since the principle by which this device solves the problem is similar to the method for evaluating the performance of a power train turnout, the implementation of this device can refer to the implementation of the method for evaluating the performance of a power train turnout; repeated details will not be elaborated further.

[0094] Figure 9 This is a schematic diagram of a power train turnout performance evaluation device according to an embodiment of the present invention. The device includes:

[0095] The turnout section frame lateral displacement data calculation module 901 is used to obtain track geometry detection information when a train passes through the turnout section; the track geometry detection information includes single-sided track gauge data and track alignment irregularity data; based on the single-sided track gauge data and track alignment irregularity data, the lateral displacement data of the turnout section frame is calculated.

[0096] The wheel-load transition zone frame lateral displacement data acquisition module 902 is used to select the wheel-load transition zone from the turnout section and extract the frame lateral displacement data in the wheel-load transition zone from the frame lateral displacement data of the turnout section.

[0097] The frame lateral displacement peak value determination module 903 is used to select the maximum frame lateral displacement data from the frame lateral displacement data in the wheel load transition zone as the frame lateral displacement peak value, and calculate the frame lateral displacement peak value and the corresponding peak-to-trough interval distance based on the frame lateral displacement peak value.

[0098] The equivalent impact rate calculation module 904 is used to calculate the equivalent impact rate based on the peak value of the lateral displacement of the frame and the corresponding interval between the peak and trough.

[0099] The turnout passing performance status determination module 905 is used to compare the peak value of the lateral displacement of the structure with the preset lateral displacement threshold of the structure, and to compare the equivalent impact rate with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold of the structure, and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the turnout passing performance is determined to be abnormal.

[0100] In one embodiment, the lateral displacement data acquisition module for the wheel-load transition zone structure is further configured to:

[0101] Obtain log information on the sections of track through which high-speed trains pass;

[0102] Based on the ledger information, extract the sections from the turnout section where the wheel-rail contact point changes from curved tip rail to straight tip rail;

[0103] The section where the wheel-rail contact point transitions from curved tip rail to straight tip rail is designated as the wheel-load transition zone.

[0104] In one embodiment, the frame lateral displacement peak value determination module is further configured to:

[0105] Based on the changing trends of the peak value and amplitude of the lateral displacement of the frame, the lateral displacement data corresponding to the second peak point is determined; the data point corresponding to the peak value of the lateral displacement of the frame is the first peak point.

[0106] Calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame corresponding to the second peak value point, and use the difference as the peak value of the lateral displacement of the frame; calculate the interval distance between the first peak value point and the second peak value point, and use the interval distance as the interval distance between the peak and the trough.

[0107] In one embodiment, the frame lateral displacement peak value determination module is further configured to:

[0108] Based on the turnout direction and the train's passing method, the theoretical amplitude change trend of the theoretical wheel load transition zone of the frame is determined. The rules for determining the theoretical amplitude change trend are as follows: when the train passes through the left turnout in the reverse direction, the theoretical amplitude change trend is positive; when the train passes through the right turnout in the reverse direction, the theoretical amplitude change trend is negative; when the train passes through the left turnout in the forward direction, the theoretical amplitude change trend is negative; when the train passes through the right turnout in the forward direction, the theoretical amplitude change trend is positive.

[0109] Based on the peak value of the lateral displacement of the frame, the actual amplitude change trend of the theoretical wheel load transition zone of the frame is determined. The determination rule for the actual amplitude change trend is as follows: taking the data point corresponding to the peak value of the lateral displacement of the frame as the first peak point, extracting the lateral displacement data of the frame of the data point adjacent to the first peak point; calculating the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame of the data point adjacent to the first peak point; if the difference is greater than zero, the actual amplitude change trend is determined to be positive; if the difference is less than zero, the actual amplitude change trend is determined to be negative.

[0110] The actual amplitude change trend is compared with the theoretical amplitude change trend. When the actual amplitude change trend is consistent with the theoretical amplitude change trend, the first extreme point after the peak value of the lateral displacement of the structure is selected as the second peak point; when the actual amplitude change trend is inconsistent with the theoretical amplitude change trend, the first extreme point before the peak value of the lateral displacement of the structure is selected as the second peak point.

[0111] Obtain the lateral displacement data of the structure corresponding to the second peak point.

[0112] In one embodiment, the equivalent impact rate calculation module is specifically used for:

[0113] Based on the peak-to-peak value of the lateral displacement of the frame and the corresponding distance between the crests and troughs, the equivalent impact rate is calculated using the following formula:

[0114]

[0115] Where EIR is the equivalent impact rate, P is the peak-to-peak value of the lateral displacement of the frame, and L is the distance between the crest and the trough.

[0116] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described method for evaluating the performance of a turnout on a moving track.

[0117] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for evaluating the performance of a turnout on a moving train.

[0118] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-described method for evaluating the performance of a turnout on a moving track.

[0119] In this embodiment of the invention, track geometry detection information of the section where the train passes through a turnout is obtained; the track geometry detection information includes single-sided gauge data and track alignment irregularity data; based on the single-sided gauge data and track alignment irregularity data, the lateral displacement data of the turnout section frame is calculated; a wheel-load transition zone is selected from the turnout section, and the lateral displacement data of the frame within the wheel-load transition zone is extracted from the lateral displacement data of the turnout section frame; the maximum lateral displacement data of the frame within the wheel-load transition zone is selected as the peak value of the lateral displacement of the frame, and based on the structure... The method involves calculating the peak value of the lateral displacement of the frame and the corresponding interval between peaks and troughs. Based on these values, the equivalent impact rate is calculated. The peak value of the lateral displacement is compared with a preset threshold, and the equivalent impact rate is compared with a preset threshold. When the peak value of the lateral displacement exceeds the preset threshold and / or the equivalent impact rate exceeds the preset threshold, the frame's performance is deemed abnormal when a train passes through the turnout. In this process, the present invention uses track geometry detection data as a basis. By extracting the lateral displacement data of the frame in the wheel-load transition zone, a dual-index evaluation system of peak lateral displacement and equivalent impact rate is established. This effectively identifies abnormalities in the frame's performance, solves the problem of existing acceleration evaluation indices failing under transient vibration scenarios, achieves accurate diagnosis of the turnout's service status, and avoids deterioration of the turnout's service status.

[0120] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0121] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations 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, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0122] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0123] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0124] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for evaluating the throughput performance of a train turnout, characterized in that, include: Obtain track geometry detection information for the section of track where the high-speed train passes through the turnout; Track geometry detection information includes single-sided gauge data and track alignment irregularities data; Based on the single-sided track gauge data and track irregularity data, calculate the lateral displacement data of the turnout section frame; Select the wheel load transition zone from the turnout section, and extract the lateral displacement data of the frame in the wheel load transition zone from the lateral displacement data of the turnout section frame. The maximum lateral displacement data of the frame is selected from the lateral displacement data of the frame in the wheel load transition zone as the peak value of the lateral displacement of the frame. The peak value of the lateral displacement of the frame and the corresponding interval between the peak and the trough are calculated based on the peak value of the lateral displacement of the frame. The equivalent impact rate is calculated based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs. The peak value of the lateral displacement of the structure is compared with the preset lateral displacement threshold of the structure, and the equivalent impact rate is compared with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the structure's passing performance is determined to be abnormal when the train passes through the turnout.

2. The method as described in claim 1, characterized in that, Select wheel load transition zones from the turnout section, including: Obtain log information on the sections of track through which high-speed trains pass; Based on the ledger information, extract the sections from the turnout section where the wheel-rail contact point changes from curved tip rail to straight tip rail; The section where the wheel-rail contact point transitions from curved tip rail to straight tip rail is designated as the wheel-load transition zone.

3. The method as described in claim 1, characterized in that, The peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs are calculated based on the peak value of the lateral displacement of the frame, including: Based on the changing trends of the peak value and amplitude of the lateral displacement of the frame, the lateral displacement data corresponding to the second peak point is determined; the data point corresponding to the peak value of the lateral displacement of the frame is the first peak point. Calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame corresponding to the second peak value point, and use the difference as the peak value of the lateral displacement of the frame; calculate the interval distance between the first peak value point and the second peak value point, and use the interval distance as the interval distance between the peak and the trough.

4. The method as described in claim 3, characterized in that, Based on the changing trends of the peak value and amplitude of the lateral displacement of the structure, the lateral displacement data corresponding to the second peak point is determined, including: Based on the turnout direction and the train's passing method, the theoretical amplitude change trend of the theoretical wheel load transition zone of the frame is determined. The rules for determining the theoretical amplitude change trend are as follows: when the train passes through the left turnout in the reverse direction, the theoretical amplitude change trend is positive; when the train passes through the right turnout in the reverse direction, the theoretical amplitude change trend is negative; when the train passes through the left turnout in the forward direction, the theoretical amplitude change trend is negative; when the train passes through the right turnout in the forward direction, the theoretical amplitude change trend is positive. Based on the peak value of the lateral displacement of the frame, the actual amplitude change trend of the theoretical wheel load transition zone of the frame is determined. The determination rule for the actual amplitude change trend is as follows: taking the data point corresponding to the peak value of the lateral displacement of the frame as the first peak point, extracting the lateral displacement data of the frame of the data point adjacent to the first peak point; calculating the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame of the data point adjacent to the first peak point; if the difference is greater than zero, the actual amplitude change trend is determined to be positive; if the difference is less than zero, the actual amplitude change trend is determined to be negative. The actual amplitude change trend is compared with the theoretical amplitude change trend. When the actual amplitude change trend is consistent with the theoretical amplitude change trend, the first extreme point after the peak value of the lateral displacement of the structure is selected as the second peak point; when the actual amplitude change trend is inconsistent with the theoretical amplitude change trend, the first extreme point before the peak value of the lateral displacement of the structure is selected as the second peak point. Obtain the lateral displacement data of the structure corresponding to the second peak point.

5. The method as described in claim 1, characterized in that, The equivalent impact rate is calculated based on the peak-to-peak value of the lateral displacement of the frame and the corresponding distance between the peaks and troughs, including: Calculate the equivalent impact rate using the following formula: Where EIR is the equivalent impact rate, P is the peak-to-peak value of the lateral displacement of the frame, and L is the distance between the crest and the trough.

6. A device for evaluating the performance of a train turnout, characterized in that, include: The lateral displacement data calculation module for the turnout section structure is used to obtain track geometry detection information when a train passes through the turnout section. Track geometry detection information includes single-sided gauge data and track alignment irregularities data; Based on the single-sided track gauge data and track irregularity data, calculate the lateral displacement data of the turnout section frame; The wheel-load transition zone frame lateral displacement data acquisition module is used to select the wheel-load transition zone from the turnout section and extract the frame lateral displacement data within the wheel-load transition zone from the frame lateral displacement data of the turnout section. The frame lateral displacement peak value determination module is used to select the maximum frame lateral displacement data from the frame lateral displacement data in the wheel load transition zone as the frame lateral displacement peak value, and calculate the frame lateral displacement peak value and the corresponding peak-to-trough interval distance based on the frame lateral displacement peak value. The equivalent impact rate calculation module is used to calculate the equivalent impact rate based on the peak-to-peak value of the lateral displacement of the frame and the corresponding interval between the peaks and troughs. The turnout uses a performance status determination module to compare the peak value of the lateral displacement of the structure with the preset lateral displacement threshold of the structure, and to compare the equivalent impact rate with the preset equivalent impact rate threshold. When the peak value of the lateral displacement of the structure exceeds the preset lateral displacement threshold and / or the equivalent impact rate exceeds the preset equivalent impact rate threshold, the structure's passing performance is determined to be abnormal when the train passes through the turnout.

7. The apparatus as claimed in claim 6, characterized in that, The lateral displacement data acquisition module for the wheel-load transition zone frame is also used for: Obtain log information on the sections of track through which high-speed trains pass; Based on the ledger information, extract the sections from the turnout section where the wheel-rail contact point changes from curved tip rail to straight tip rail; The section where the wheel-rail contact point transitions from curved tip rail to straight tip rail is designated as the wheel-load transition zone.

8. The apparatus as claimed in claim 6, characterized in that, The module for determining the peak value of the lateral displacement of the structure is also used for: Based on the changing trends of the peak value and amplitude of the lateral displacement of the frame, the lateral displacement data corresponding to the second peak point is determined; the data point corresponding to the peak value of the lateral displacement of the frame is the first peak point. Calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame corresponding to the second peak point, and use the difference as the peak value of the lateral displacement of the frame. Calculate the distance between the first peak point and the second peak point, and use the distance between the peak and the trough as the distance between the peak and the trough.

9. The apparatus as claimed in claim 8, characterized in that, The module for determining the peak value of the lateral displacement of the structure is also used for: Based on the turnout direction and the train's passing method, the theoretical amplitude change trend of the theoretical wheel load transition zone of the frame is determined; the rule for determining the theoretical amplitude change trend is: when the train passes through the left turnout in the reverse direction, the theoretical amplitude change trend is positive; when the train passes through the right turnout in the reverse direction, the theoretical amplitude change trend is negative. When a high-speed train passes through a left-hand turnout in the forward direction, the theoretical amplitude change trend is negative; When a high-speed train passes through a right-hand turnout in the forward direction, the theoretical amplitude change trend is positive. Based on the peak value of the lateral displacement of the frame, determine the actual amplitude variation trend of the theoretical wheel load transition zone of the frame; The rule for determining the actual amplitude change trend is as follows: take the data point corresponding to the peak value of the lateral displacement of the frame as the first peak point, and extract the lateral displacement data of the frame of the data point adjacent to the first peak point; Calculate the difference between the peak value of the lateral displacement of the frame and the lateral displacement data of the frame at the previous adjacent data point; If the difference is greater than zero, the actual amplitude change trend is determined to be positive; If the difference is less than zero, the actual amplitude change trend is determined to be negative; The actual amplitude change trend is compared with the theoretical amplitude change trend. When the actual amplitude change trend is consistent with the theoretical amplitude change trend, the first extreme point after the peak value of the lateral displacement of the frame is selected as the second peak point. When the actual amplitude change trend is inconsistent with the theoretical amplitude change trend, the first extreme point before the peak value of the lateral displacement of the frame is selected as the second peak point. Obtain the lateral displacement data of the structure corresponding to the second peak point.

10. The apparatus as claimed in claim 6, characterized in that, The equivalent impact rate calculation module is specifically used for: Based on the peak-to-peak value of the lateral displacement of the frame and the corresponding distance between the crests and troughs, the equivalent impact rate is calculated using the following formula: Where EIR is the equivalent impact rate, P is the peak-to-peak value of the lateral displacement of the frame, and L is the distance between the crest and the trough.

11. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 5.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 5.

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