Heavy haul railway performance evaluation method, apparatus, medium, and product

Abstract

The present disclosure relates to the field of rail transit technology, and particularly relates to a heavy haul railway performance evaluation method, device, medium and product, the method comprising: constructing a train motion equation, a rail motion equation and a sleeper motion equation based on wheel-rail basic data; constructing a straight railway sub-section model, a transition railway sub-section model and a circular curve railway sub-section model of a target curve railway section based on line data in the wheel-rail basic data; processing the three sub-section models based on a modal synthesis method to obtain a track bed subgrade system motion equation of the target curve railway section, and coupling the track bed subgrade system motion equation, the train motion equation, the rail motion equation and the sleeper motion equation to obtain a comprehensive motion equation of a railway coupling system; determining a railway coupling system performance analysis result of the target curve railway section based on a solution result of the comprehensive motion equation of the railway coupling system; and the present disclosure can improve the reliability and accuracy of the determined heavy haul railway performance evaluation result.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit technology, and in particular to a method, equipment, medium, and product for evaluating the performance of heavy-haul railways. Background Technology

[0002] With the continuous increase in freight volume and axle load on my country's heavy-haul railways, the problems of train operational degradation and track foundation performance deterioration are becoming increasingly prominent. Heavy-haul railways are characterized by heavy axle loads, intense wheel-rail dynamic interaction, and significant nonlinear characteristics of structural components. In particular, under the dynamic load of heavy axle loads, the dynamic deformation and stress levels of track foundation structural components on heavy-haul railways are significantly higher than those on ordinary railways. This phenomenon is especially pronounced in curved railway sections due to the combined effect of lateral and vertical loads. Therefore, providing effective dynamic performance assessments for vehicles and track foundation structures on curved railway sections is of paramount importance.

[0003] In related technologies, during the coupled dynamic modeling and simulation analysis of train-track-subgrade performance of heavy-haul railways, the modeling scheme is mainly provided for straight railway sections. For curved railway sections, the modeling approach is generally adopted, that is, for curved railway sections, the modeling method is still the same as that for straight railway sections, and only the curvature data and superelevation data of the curve are introduced into the motion equation of the vehicle components for simulation analysis.

[0004] However, the modeling and simulation scheme that uses straight lines to represent curves provided in the relevant technologies has poor accuracy in the performance analysis results for heavy-haul railways with curved sections because it does not model the curved railway sections according to the actual path of the curved railway sections. Summary of the Invention

[0005] This disclosure provides a method, equipment, medium, and product for evaluating the performance of heavy-haul railways, thereby improving the reliability and accuracy of the determined performance evaluation results for heavy-haul railways.

[0006] Firstly, this disclosure provides a method for evaluating the performance of heavy-haul railways, including:

[0007] Generate wheel-rail basic data for the target curved railway section, and construct train motion equations, rail motion equations, and sleeper motion equations based on the wheel-rail basic data. The target curved railway section includes straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments.

[0008] Based on the track data in the wheel-rail basic data, construct the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model of the target curved railway section;

[0009] Based on the modal synthesis method, the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model are processed to obtain the motion equation of the track bed and subgrade system of the target curve railway segment. The motion equation of the track bed and subgrade system, the motion equation of the train, the motion equation of the rail, and the motion equation of the sleeper are coupled to obtain the comprehensive motion equation of the railway coupled system.

[0010] Based on the solution results of the comprehensive motion equations of the railway coupling system, the performance analysis results of the railway coupling system for the target curve railway section are determined.

[0011] In some embodiments, the track data includes first cross-sectional dimension data of the ballast subgrade system of the straight railway sub-section. Based on the track data in the wheel-rail foundation data, a straight railway sub-section model of the target curved railway section is constructed, including:

[0012] Based on the first cross-sectional dimension data, a two-dimensional cross-section of the straight railway sub-section is generated in the global coordinate system;

[0013] The substructure of the straight railway sub-section is obtained by extending the two-dimensional cross-section of the sub-section to the sub-structure length threshold.

[0014] In the global coordinate system, along the axial direction of the straight railway sub-segment, the substructures of multiple straight railway sub-segments are copied until the total length of the substructures of multiple straight railway sub-segments is equal to the total straight length of the straight railway sub-segment in the line data, thus obtaining the straight railway sub-segment model of the target curve railway segment, wherein the two-dimensional cross-sections of the substructures of two adjacent straight railway sub-segments coincide.

[0015] In some embodiments, the track data includes second cross-sectional dimension data of the ballast subgrade system of the circular curve railway sub-section, and curve radius and superelevation data of the circular curve railway sub-section. Based on the track data in the wheel-rail base data, a circular curve railway sub-section model of the target curved railway section is constructed, including:

[0016] Based on the second cross-sectional dimension data, a two-dimensional cross-section of the circular curve railway sub-section is generated in the global coordinate system;

[0017] By combining the curve radius and superelevation data, the substructure length threshold of the two-dimensional cross-section of the circular curve railway sub-section is extended to obtain the substructure of the circular curve railway sub-section;

[0018] In the global coordinate system, along the axial direction of the circular curve railway sub-segment, multiple sub-structures of the circular curve railway sub-segment are copied until the total length of the sub-structures of the multiple circular curve railway sub-segments is equal to the total length of the circular curve of the circular curve railway sub-segment in the line data, thus obtaining the curved railway sub-segment model of the target curved railway segment, wherein the two-dimensional cross-sections of the sub-structures of two adjacent circular curve railway sub-segment models coincide.

[0019] In some embodiments, the line data includes the total length of the transition curve of the transition railway sub-segment, and the third cross-sectional dimension data of the transition railway sub-segment. Based on the line data in the wheel-rail base data, a transition railway sub-segment model of the target curve railway segment is constructed, including:

[0020] Based on the total length of the transition curve and the substructure length threshold, the transition railway sub-segment is divided into multiple transition railway units, and the center arc length of each transition railway unit is determined, wherein the arc length of each transition railway unit is the substructure length threshold.

[0021] For each transition railway unit, a two-dimensional cross-section of the transition railway unit is generated in the global coordinate system based on the third cross-sectional dimension data;

[0022] Extend the two-dimensional cross-section of the easing railway unit along the axial direction of the easing railway unit, and extend the central arc length of the easing railway unit to obtain the substructure of the easing railway sub-segment;

[0023] Based on the positional relationship of the transition railway units corresponding to the substructures of each transition railway subsection within the transition railway subsection, the substructures of multiple transition railway subsections are connected and combined to obtain the transition railway subsection model of the target curve railway section.

[0024] In some embodiments, the target curved railway section includes a straight railway sub-section, a transition railway sub-section, and a circular curve railway sub-section connected in sequence, and the method further includes:

[0025] Interpolation processing is performed on the third cross-sectional dimension data of the first section of the first transition railway unit and the first cross-sectional data of the straight railway sub-section to obtain the updated third cross-sectional dimension data of the first section. The first transition railway unit is a transition railway unit connected to the straight railway sub-section, and the first cross-section is the cross-section of the first transition railway unit that is connected to the straight railway sub-section.

[0026] Interpolation processing is performed on the third cross-sectional dimension data of the second section of the second transition railway unit and the second cross-sectional data of the circular curve railway sub-section to obtain the updated third cross-sectional dimension data of the second section. The second transition railway unit is a transition railway unit connected to the circular curve railway sub-section, and the second cross-section is the cross-section of the two cross-sections of the second transition railway unit that is connected to the circular curve railway sub-section.

[0027] In some embodiments, the modal synthesis method is used to process the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the motion equations of the track bed and subgrade system of the target curve railway segment, including:

[0028] Substructure analysis was performed on the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure.

[0029] Based on the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure, the motion equations of each substructure are constructed, wherein the motion equations of the substructure are constructed based on modal coordinates;

[0030] Based on the motion equations of each substructure associated with the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model, the motion equations of the track bed and subgrade system of the target curved railway segment are determined.

[0031] In some embodiments, determining the railway coupling system performance analysis results for the target curve railway section based on the solution results of the comprehensive motion equations of the railway coupling system includes:

[0032] Solve the motion equations of the railway coupling system over multiple unit times to obtain the system response of each system in the railway coupling system at each unit time. The system includes the train system, rail system, sleeper system, and ballast subgrade system. The system response includes acceleration and displacement.

[0033] Based on the system response of each system at the multiple unit times, the performance parameter values ​​of each system are determined, and the performance analysis results of the railway coupling system of the target curve railway section are obtained.

[0034] Secondly, this disclosure provides a heavy-haul railway performance evaluation device, comprising:

[0035] The processing module is configured to generate wheel-rail basic data for the target curved railway section, and to construct train motion equations, rail motion equations, and sleeper motion equations based on the wheel-rail basic data. The target curved railway section includes straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments.

[0036] The modeling module is configured to construct straight railway sub-segment models, transition railway sub-segment models, and circular curve railway sub-segment models of the target curved railway section based on the line data in the wheel-rail basic data;

[0037] The acquisition module is configured to process the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model based on the modal synthesis method to obtain the track bed and subgrade system motion equation of the target curve railway segment, and couple the track bed and subgrade system motion equation, the train motion equation, the rail motion equation, and the sleeper motion equation to obtain the comprehensive motion equation of the railway coupled system;

[0038] The determination module is configured to determine the performance analysis results of the railway coupling system for the target curve railway section based on the solution results of the comprehensive motion equations of the railway coupling system.

[0039] Thirdly, this disclosure provides a computer device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the foregoing aspects.

[0040] Fourthly, this disclosure provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the methods described in the above aspects.

[0041] Fifthly, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the methods described in the above aspects.

[0042] This disclosure provides a method, equipment, medium, and product for evaluating the performance of heavy-haul railways. On one hand, for curved railway sections, the curved railway section can be divided into straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments. Three-dimensional models of the straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments are then performed respectively to achieve refined modeling of the curved railway section. Simultaneously, the three-dimensional models of the straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments can be processed based on modal synthesis methods to construct the motion equation of the track bed and subgrade system of the target curved railway section. This process aims to improve the reliability of the motion equations of the track bed and subgrade system of curved railway sections after detailed 3D modeling. On the other hand, by coupling the motion equations of the four systems of train, rail, sleeper, and track bed and subgrade of the curved railway section, the comprehensive motion equation of the railway coupled system is determined. Based on the solution results of the comprehensive motion equation, the performance analysis of the railway coupled system of the curved railway section is carried out. This allows for the comprehensive analysis of the railway coupled system performance by integrating information from the four system dimensions of train, rail, sleeper, and track bed and subgrade, thereby improving the accuracy of the railway coupled system performance analysis results.

[0043] 1. Technical Features: Based on the track data in the wheel-rail basic data, a straight railway sub-segment model, a transition railway sub-segment model, and a circular curve railway sub-segment model are constructed for the target curved railway section. The technical effect is to solve the problem of poor reliability of the three-dimensional model of the curved railway section caused by substituting straight lines for curves in the process of heavy-haul railway modeling.

[0044] 2. Technical Features: Based on the modal synthesis method, the models of the straight railway sub-segment, the transition railway sub-segment, and the circular curve railway sub-segment are processed to obtain the motion equations of the track bed and subgrade system of the target curve railway segment. These motion equations are then coupled with the motion equations of the track bed and subgrade system, the train, the rail, and the sleeper to obtain the comprehensive motion equations of the railway coupled system. The technical effect is that by integrating information from four system dimensions—train, rail, sleeper, and track bed and subgrade—to perform performance analysis of the railway coupled system, the problem of poor accuracy in improving the performance analysis results of the railway coupled system is solved. Attached Figure Description

[0045] The present disclosure will be described in more detail below based on embodiments and with reference to the accompanying drawings:

[0046] Figure 1 This is a flowchart illustrating a method for evaluating the performance of heavy-haul railways, as provided in an embodiment of this disclosure.

[0047] Figure 2 This is a schematic diagram of a substructure of a straight railway sub-segment provided in an embodiment of this disclosure.

[0048] Figure 3A block diagram of a heavy-haul railway performance evaluation device provided in an embodiment of this disclosure.

[0049] Figure 4 This is a schematic diagram of a computer program product provided in an embodiment of the present disclosure.

[0050] In the accompanying drawings, the same parts are referred to by the same reference numerals, and the drawings are not drawn to scale. Detailed Implementation

[0051] To enable those skilled in the art to better understand the technical solutions of this disclosure, and to fully understand and implement the process of how this disclosure applies technical means to solve technical problems and achieve corresponding technical effects, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, not all embodiments. The embodiments of this disclosure and the various features within them can be combined with each other without conflict, and the resulting technical solutions are all within the protection scope of this disclosure. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort should fall within the protection scope of this disclosure.

[0052] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0053] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0054] Example 1

[0055] Figure 1This is a flowchart illustrating a performance evaluation method for heavy-haul railways provided in this embodiment. The method can be applied to a terminal device, which may be a computer, laptop, tablet, or server, etc., and this embodiment does not limit the application to this type of device. Figure 1 As shown, the performance evaluation method for heavy-haul railways includes:

[0056] Step S101: Generate wheel-rail basic data for the target curve railway section, and construct the train motion equation, rail motion equation and sleeper motion equation based on the wheel-rail basic data.

[0057] The target curved railway section includes straight railway sub-sections, transition railway sub-sections, and circular curve railway sub-sections.

[0058] Step S102: Based on the track data in the wheel-rail basic data, construct the straight railway sub-segment model, transition railway sub-segment model, and circular curve railway sub-segment model of the target curved railway section.

[0059] Step S103: Based on the modal synthesis method, process the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the motion equation of the track bed and subgrade system of the target curve railway segment, and couple the motion equation of the track bed and subgrade system, the train motion equation, the rail motion equation, and the sleeper motion equation to obtain the comprehensive motion equation of the railway coupled system.

[0060] Step S104: Based on the solution results of the comprehensive motion equations of the railway coupling system, determine the performance analysis results of the railway coupling system for the target curve railway section.

[0061] In summary, the heavy-haul railway performance evaluation method provided in this disclosure, on the one hand, for curved railway sections, can divide the curved railway section into straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments, and perform three-dimensional modeling of the straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments respectively to achieve refined modeling of the curved railway section. Simultaneously, it can also process the three-dimensional models of the straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments based on modal synthesis methods to construct the motion equations of the track bed and subgrade system of the target curved railway section. This approach aims to improve the reliability of the motion equations for the track bed and subgrade system of curved railway sections after detailed 3D modeling. Furthermore, by coupling the motion equations of the four systems (train, rail, sleeper, and track bed / subgrade) of the curved railway section, the comprehensive motion equations of the coupled railway system are determined. Based on the solution results of these comprehensive motion equations, the performance of the coupled railway system is analyzed. This approach integrates information from the four system dimensions (train, rail, sleeper, and track bed / subgrade) to perform the performance analysis of the coupled railway system, thereby improving the accuracy of the performance analysis results.

[0062] Example 2

[0063] Based on the above embodiments, the process of the terminal device generating wheel-rail basic data of the target curved railway section includes: in response to detecting the creation operation of wheel-rail basic data file, the terminal device generates the track file, wheel-rail profile file and irregularity file of the target curved railway section, and saves the track file, wheel-rail profile file and irregularity file of the target curved railway section to obtain the wheel-rail basic data of the target curved railway section.

[0064] The target curved railway section includes a straight railway sub-section, a transition railway sub-section, and a circular curve railway sub-section. The actual shape of the target curved railway section can be determined based on actual needs, and this embodiment does not limit this. For example, the target curved railway section includes a straight railway sub-section, a transition railway sub-section, and a circular curve railway sub-section connected in sequence, or the target curved railway section includes a circular curve railway sub-section, a transition railway sub-section, and a straight railway sub-section connected in sequence, wherein the curvature of the circular curve railway sub-section is greater than the curvature of the transition railway sub-section.

[0065] It should be noted that, in this embodiment of the disclosure, the track file includes the first cross-sectional dimension data and the total length of the straight section of the ballast sub-section; the second cross-sectional dimension data, curve radius, and total length of the circular curve of the ballast sub-section of the circular curve; the third cross-sectional dimension data and the total length of the transition curve of the transition section of the railway sub-section; at the same time, the track file also includes superelevation data of the transition section and the circular curve section of the railway sub-section; the wheel-rail profile file includes tread file and rail profile data, and the wheel-rail profile file mainly includes actual profile coordinates, contact angle and / or local curvature data; the irregularity file contains geometric irregularity data of the entire sub-section of the target curve railway section.

[0066] It should be noted that, in the embodiments of this disclosure, the process of generating wheel-rail basic data of the target curve railway section by the terminal device can be implemented based on the data simulation software running in the terminal device. Specifically, it can be determined based on actual needs, and the embodiments of this disclosure do not limit it. For example, the data simulation software can be MATLAB software.

[0067] Optionally, the process by which the terminal device constructs the train motion equation based on the wheel-rail basic data includes: determining the coupler force between the train cars based on rigid body force balance analysis, and calculating the buffer impedance considering the hysteresis characteristics of loading and unloading; then, scanning the wheel-rail profile file based on the trace method to determine the wheel-rail dynamic contact point, and processing the wheel-rail dynamic contact point, wheel-rail profile file, and irregularity file based on Hertz normal contact theory, Kalker linear theory, and Shen's theory to obtain the wheel-rail interaction force; further, determining the coupler force, buffer impedance, and wheel-rail interaction force as the internal forces of the train system, and determining the suspension force on each component of the vehicle as the external forces of the train system based on d'Alembert's principle, and constructing the train motion equation based on the train internal forces and the train external forces, wherein the train motion equation is:

[0068] ;(Formula 1)

[0069] In Formula 1, The mass matrix of each component of the train system. The acceleration matrix of each component of the train system. For the external force matrix of the train system, The internal force matrix of the train system. This is the resultant force matrix of the internal and external forces of the train system.

[0070] Optionally, the process by which the terminal device constructs the rail motion equation based on the wheel-rail foundation data includes: determining the rail as a simply supported beam, solving the vibration partial differential equation of the simply supported beam using the modal superposition method, and obtaining the rail motion equation; wherein, the rail motion equation is:

[0071] ;(Formula 2)

[0072] In Formula 2, The mass matrix of the rail. Here is the acceleration matrix of the rail. Here is the stiffness matrix of the rail. Let be the displacement matrix of the rail. The external force matrix of the rail. Here is the internal force matrix of the rail. This is the resultant force matrix of the internal and external forces on the rail.

[0073] Optionally, the process by which the terminal device constructs the sleeper motion equation based on the wheel-rail basic data includes: defining the rail as a rigid body with 6 degrees of freedom and deriving the sleeper motion equation based on d'Alembert's principle; or, defining the sleeper as a spatial free beam and solving the vibration partial differential equation of the spatial free beam using the modal superposition method to obtain the sleeper motion equation; wherein, the sleeper motion equation is:

[0074] ;(Formula 3)

[0075] In formula 3, Here is the mass matrix of each component of the sleeper. Here is the acceleration matrix for each component of the sleeper. The external force matrix of the sleeper. Here is the internal force matrix of the railway sleeper. This is the resultant force matrix of the internal and external forces on the sleeper.

[0076] It should be noted that, in this embodiment of the disclosure, the process by which the terminal device constructs the train motion equation, rail motion equation, and sleeper motion equation based on the wheel-rail basic data can be implemented using the Fortran (Formula Translation) programming language.

[0077] Example 3

[0078] Based on the above embodiments, the process by which the terminal device constructs a straight railway sub-segment model of the target curved railway section based on the line data in the wheel-rail basic data may include: generating a two-dimensional cross-section of the straight railway sub-segment in a global coordinate system based on the first cross-sectional dimension data; then, extending the two-dimensional cross-section of the straight railway sub-segment by a substructure length threshold to obtain the substructure of the straight railway sub-segment; further, copying multiple substructures of the straight railway sub-segment along the axial direction of the straight railway sub-segment in a global coordinate system until the total length of the substructures of the multiple straight railway sub-segments is equal to the total curve length of the straight railway sub-segment in the line data, thereby obtaining the straight railway sub-segment model of the target curved railway section. Since the structure of the straight railway sub-segment remains largely unchanged throughout the entire length of the straight railway sub-segment, a substructure of a preset length of straight railway sub-segment can be constructed, and then multiple substructures of the straight railway sub-segment can be copied to quickly construct the straight railway sub-segment model of the target curved railway section.

[0079] In this embodiment, the two-dimensional cross-sections of the substructures of two adjacent straight railway sub-sections coincide. The substructure length threshold can be determined based on actual needs. This embodiment does not limit this. For example, the substructure length threshold is less than or equal to 10m and the substructure length threshold is an integer multiple of the sleeper span.

[0080] Example 4

[0081] Based on the above embodiments, the process by which the terminal device constructs a circular curve railway sub-segment model of the target curved railway section based on the track data in the wheel-rail basic data includes: generating a two-dimensional cross-section of the circular curve railway sub-segment in a global coordinate system based on the second cross-sectional dimension data; then, combining the curve radius and superelevation data, extending the two-dimensional cross-section of the circular curve railway sub-segment by a substructure length threshold to obtain the substructure of the circular curve railway sub-segment; further, copying multiple substructures along the axial direction of the circular curve railway sub-segment in a global coordinate system. The substructure of the circular curve railway sub-segment is described, and the total length of the substructure of multiple circular curve railway sub-segments is equal to the total length of the circular curve in the circular curve railway sub-segment in the line data, thus obtaining the curved railway sub-segment model of the target curved railway segment. Since the curvature of the circular curve railway sub-segment does not change much in the full-length sub-segment of the circular curve railway sub-segment, the substructure of the circular curve railway sub-segment of the target curved railway segment can be quickly constructed by replicating the substructure of multiple circular curve railway sub-segments after constructing the substructure of the circular curve railway sub-segment of the preset length.

[0082] In this model, the two-dimensional cross-sections of the substructures of two adjacent circular curve railway sub-segments coincide. The axis of the circular curve railway sub-segment is a curve, and the curve radius of the axis of the circular curve railway sub-segment is the curve radius of the circular curve railway sub-segment.

[0083] Example 5

[0084] Based on the above embodiments, the process by which the terminal device constructs a transition railway sub-segment model of the target curve railway section based on the line data in the wheel-rail basic data includes: dividing the transition railway sub-segment into multiple transition railway units based on the total length of the transition curve and the substructure length threshold, and determining the center arc length of each transition railway unit; then, for each transition railway unit, generating a two-dimensional cross-section of the transition railway unit in the global coordinate system based on the third cross-sectional dimension data; then, extending the two-dimensional cross-section of the transition railway unit along the axial direction of the transition railway unit to obtain the substructure of the transition railway sub-segment; further, according to the transition railway units corresponding to the substructure of each transition railway sub-segment, in... The positional relationships within the transitional railway sub-segments are described. Multiple transitional railway sub-segments are connected and combined to obtain a transitional railway sub-segment model of the target curve railway segment. The arc length of each transitional railway unit is a sub-structure length threshold. Since the arc of the transitional railway sub-segment changes significantly within its entire length, the transitional curve sub-segment can be divided into multiple transitional railway units. Each transitional railway unit is then 3D modeled to obtain its sub-structure. Combining these sub-structures yields the transitional railway sub-segment model of the target curve railway segment. This process improves the accuracy of the constructed transitional railway sub-segment model, thereby enhancing the accuracy of the resulting 3D model of the target curve railway segment.

[0085] It should be noted that, in this embodiment of the disclosure, the process of the terminal device constructing the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model of the target curved railway section based on the line data in the wheel-rail basic data, and the process of model analysis, can be implemented based on the user's modeling operation in the modeling software. Specifically, it can be determined based on actual needs, and this embodiment of the disclosure does not limit it. For example, the modeling software can be the finite element analysis software ANSYS, and the modeling process can be implemented based on the parametric design language (ANSYS Parametric Design Language, APDL) provided by ANSYS.

[0086] Example 6

[0087] Based on the above embodiments, when the target curved railway section includes a straight railway sub-section, a transition railway sub-section, and a circular curve railway sub-section connected sequentially, the terminal device can further: perform interpolation processing on the third cross-sectional dimension data of the first section of the first transition railway unit and the first cross-sectional data of the straight railway sub-section to obtain updated third cross-sectional dimension data of the first section; simultaneously, perform interpolation processing on the third cross-sectional dimension data of the second section of the second transition railway unit and the second cross-sectional data of the circular curve railway sub-section to obtain updated third cross-sectional dimension data of the second section; wherein, the first transition railway unit is a transition railway unit connected to the straight railway sub-section, and the first cross-section is the cross-section of the first transition railway unit that is connected to the straight railway sub-section; the second transition railway unit is a transition railway unit connected to the circular curve railway sub-section, and the second cross-section is the cross-section of the second transition railway unit that is connected to the circular curve railway sub-section. Before constructing multiple substructures of the transition curve sub-segment, interpolation processing can be performed on the cross-sections of the direct railway sub-segment and the cross-sections of the transition railway units connected to the straight railway sub-segment, as well as the cross-sections of the circular curve railway sub-segment and the cross-sections of the transition railway units connected to the circular curve railway sub-segment. This facilitates the construction of a more realistic 3D model of the connection between the straight railway sub-segment and the transition railway sub-segment, and also improves the accuracy and reliability of the constructed 3D model of the target curve railway segment.

[0088] It is understood that, in the embodiments of this disclosure, when the target curved railway section includes sequentially connected circular curve railway sub-segments, transition railway sub-segments, and straight railway sub-segments, the terminal device can perform interpolation processing on the cross-sections of the straight railway sub-segments and the cross-sections of the transition railway units connected to the straight railway sub-segments, and the cross-sections of the circular curve railway sub-segments and the cross-sections of the transition railway units connected to the circular curve railway sub-segments, in a manner similar to that in the case where the target curved railway section includes sequentially connected straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments. This will not be elaborated further in the embodiments of this disclosure.

[0089] Example 7

[0090] Based on the above embodiments, the process by which the terminal device processes the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model using the modal synthesis method to obtain the motion equations of the track bed and subgrade system of the target curved railway segment includes: performing substructure analysis on the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model respectively to obtain the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure; then, constructing the motion equations of each substructure based on the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure, wherein the motion equations of the substructure are constructed based on modal coordinates; further, determining the motion equations of the track bed and subgrade system of the target curved railway segment based on the motion equations of each substructure associated with the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model respectively. Based on the modal synthesis method, it can process straight railway sub-segment models, transition railway sub-segment models, and circular curve railway sub-segment models, and can quickly construct motion equations that can accurately characterize the motion of the track bed and subgrade system of the target curved railway segment.

[0091] The process by which the terminal equipment performs substructure analysis on the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure may include: for each substructure, meshing the substructure and determining the two cross-sections of the substructure as interfaces; then, determining the substructure mass matrix and substructure stiffness matrix of each substructure, as well as the degrees of freedom of all interface nodes on the constraint interface, and obtaining the fixed interface mode of the substructure through modal analysis; furthermore; sequentially applying unit displacements to each degree of freedom of each interface node while keeping the degrees of freedom of the remaining interface nodes fixed; and obtaining the constraint mode of the substructure through static analysis.

[0092] For example, such as Figure 2 As shown, Figure 2 The diagram shows a substructure of a straight railway sub-segment provided in an embodiment of the present disclosure. The substructure of the straight railway sub-segment, after being meshed, includes interface nodes 201 of two interfaces and internal nodes 202 of non-interface regions.

[0093] The process by which the terminal device constructs the motion equations for each substructure based on its mass matrix, stiffness matrix, fixed interface modes, and constraint modes may include: for each substructure, rearranging the substructure mass matrix, stiffness matrix, and constraint modes to obtain updated substructure mass matrix, updated substructure stiffness matrix, and updated constraint modes, and selecting the first fixed interface modes of the substructure. kn First, the fixed interface mode is updated by analyzing the first mode. Then, based on the modal synthesis method, the substructure displacement represented by modal coordinates is determined based on the updated constraint mode and the updated fixed interface mode. Finally, the equation of motion of the substructure is determined based on the updated substructure mass matrix, the updated substructure stiffness matrix, and the substructure displacement.

[0094] It should be noted that, in this embodiment of the disclosure, the updated substructure mass matrix is:

[0095] ;(Formula 4)

[0096] In formula 4, For the updated substructure quality matrix of the nth substructure, i The degrees of freedom of the substructure interface nodes. j Let represent the degrees of freedom of the nodes inside the substructure, where the nodes inside the substructure are all nodes other than the nodes on the substructure interface.

[0097] The updated substructure stiffness matrix is ​​as follows:

[0098] ;(Formula 5)

[0099] In Formula 5, This is the updated substructure stiffness matrix for the nth substructure.

[0100] The updated constraint modes are:

[0101] ;(Formula 6)

[0102] In Formula 6, For the update sub-constraint mode of the nth substructure, It is a j-order identity matrix.

[0103] The substructure displacement determined by the terminal device based on modal coordinate representation is as follows:

[0104] ;(Formula 7)

[0105] In Formula 7, Let n be the substructure displacement matrix of the nth substructure. The update of the fixed interface mode for the nth substructure, Λ is the comprehensive mode matrix, Λ （n） The comprehensive modal matrix of the nth substructure, This is the modal displacement matrix.

[0106] The motion equations of the substructure determined by the terminal equipment are as follows:

[0107] ;(Formula 8)

[0108] In Formula 8, It is the substructure mass matrix of the nth substructure based on modal coordinate representation. ; It is the substructure stiffness matrix of the nth substructure based on modal coordinate representation. , and It is a diagonal matrix. Here is the modal acceleration matrix. Let be the resultant force matrix of the nth substructure.

[0109] The equation of motion for the track bed and subgrade system of the target curve railway section determined by the terminal equipment is as follows:

[0110] ;(Formula 9)

[0111] In Formula 9, N is the total number of substructures associated with the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model.

[0112] Example 8

[0113] Based on the above embodiments, since adjacent substructures share common interface nodes, the degrees of freedom in the motion equations of the track bed and subgrade system of the target curve railway section are not completely independent. Specifically, the interface nodes on the adjacent interfaces of two adjacent substructures exhibit displacement and force compatibility relationships; that is, the modal displacement matrices of the interface nodes on the adjacent interfaces of two adjacent substructures are identical. Furthermore, the sum of the forces of the interface nodes is 0. ,in, jf For two adjacent substructures, the interface node on the adjacent interface of the next substructure and the previous substructure. jr Let each substructure be an interface node on the adjacent interface between the upper and lower substructures. Then, based on displacement and force coordination relationships, the terminal equipment can determine the modal displacement transformation relationship between the modal displacement matrices of multiple substructures and the updated modal displacement matrices after eliminating degrees of freedom in the roadbed subgrade system. The modal displacement transformation relationship is as follows:

[0114] ;(Formula 10)

[0115] In Equation 10, S is the modal coordinate transformation matrix. For multiple substructures of the roadbed subgrade system, the updated modal displacement matrix after eliminating degrees of freedom is given. It consists of block matrices with 3N-2 rows and 2N-1 columns, where each block matrix is ​​either a zero matrix or an identity matrix. The block matrix at row n and column d is the identity matrix, and the rest are zero matrices. The column number d satisfies:

[0116] ;(Formula 11)

[0117] In one optional implementation, the terminal device can determine the updated track bed and subgrade system motion equations for the target curve railway section based on the modal displacement transformation relationship, wherein the updated track bed and subgrade system motion equations are:

[0118] ;(Formula 12)

[0119] In Formula 12, The mass matrix of the roadbed and subgrade system. For multiple substructures of the track bed and subgrade system, the updated modal acceleration matrix after eliminating degrees of freedom is given. The stiffness matrix of the roadbed and subgrade system is given. This is the resultant force matrix of the track bed and subgrade system.

[0120] Example 9

[0121] Based on the above embodiments, the process of coupling the motion equations of the track bed and subgrade system, the train motion equation, the rail motion equation, and the sleeper motion equation by the terminal device to obtain the comprehensive motion equation of the railway coupled system may include: coupling the updated motion equations of the track bed and subgrade system, the train motion equation, the rail motion equation, and the sleeper motion equation through wheel-rail relationships to obtain the comprehensive motion equation of the railway coupled system, wherein the comprehensive motion equation of the railway coupled system includes:

[0122] ;(Formula 13)

[0123] In Formula 13, The wheel-rail force matrix, For the fastener force matrix, This represents the force matrix between the bottom of the sleeper and the track bed subgrade system.

[0124] Optionally, the process of coupling the motion equations of the track bed and subgrade system, the train motion equation, the rail motion equation, and the sleeper motion equation to obtain the comprehensive motion equation of the railway coupled system may include: coupling the updated motion equations of the track bed and subgrade system, the train motion equation, the rail motion equation, and the sleeper motion equation through the wheel-rail relationship and the spring damping unit to obtain the comprehensive motion equation of the railway coupled system.

[0125] It should be noted that, in this embodiment of the disclosure, when the terminal device obtains the comprehensive motion equation of the railway coupling system through the wheel-rail relationship and the spring damping unit, the comprehensive motion equation of the railway coupling system determined by the terminal device is: the comprehensive motion equation of the railway coupling system including the damping matrix term, that is, based on the comprehensive motion equation of the railway coupling system shown in Formula 13, the left-hand term is also superimposed with the damping matrix term; it can be understood that whether the comprehensive motion equation of the railway coupling system includes the damping matrix term can be determined based on actual needs, and this embodiment of the disclosure does not limit this.

[0126] Example 10

[0127] Based on the above embodiments, the process by which the terminal device determines the performance analysis results of the railway coupling system for the target curve railway section based on the solution results of the comprehensive motion equations of the railway coupling system may include: solving the motion equations of the railway coupling system at multiple unit times to obtain the system response of each system in the railway coupling system at each unit time; then, based on the system response of each system at the multiple unit times, determining the performance parameter values ​​of each system to obtain the performance analysis results of the railway coupling system for the target curve railway section. It is understood that the system includes the train system, rail system, sleeper system, and ballast subgrade system, and the system response includes acceleration and displacement. By solving the motion equations of the railway coupling system at multiple unit times, the system responses of the train system, rail system, sleeper system, and ballast subgrade system in the railway coupling system at different unit times can be obtained. Since solving the railway coupling system couples the interaction relationships between the train system, rail system, sleeper system, and ballast subgrade system, the accuracy of the performance analysis results for each system can be improved.

[0128] Understandably, multiple unit times can represent different moments in the operation of a target curve railway section simulating a heavy-haul train. In the comprehensive motion equations of the railway coupled system, the mass matrix, stiffness matrix, and damping matrix on the left-hand side of the equations are all diagonal matrices. The nonlinear characteristics of the train and the track, such as clearance, friction, and nonlinear stiffness in the vehicle suspension, the hysteresis characteristics of the train coupling, the nonlinearity of wheel-rail contact, and the stiffness softening and plasticity of the under-rail structural materials, are all included in the external force terms on the right-hand side of the equations. Therefore, all systems can be solved simultaneously through explicit numerical integration, reducing the difficulty of the solution and improving the efficiency and accuracy of the solution.

[0129] It should be noted that, in this embodiment of the disclosure, the motion equation of the track bed and subgrade system in the comprehensive motion equation of the railway coupling system is established based on modal coordinates. Therefore, the terminal device solves the motion equation of the railway coupling system at multiple unit times, and obtains that the system response of the track bed and subgrade system in the railway coupling system at each unit time is a modal response. Therefore, the terminal device can convert the modal response of the track bed and subgrade system at each unit time into a physical response based on the modal displacement transformation relationship, wherein the physical displacement is: .

[0130] It should also be noted that, in the embodiments disclosed herein, the force between the bottom of the sleeper and the track bed subgrade system... The motion equations are determined based on the velocity and displacement of corresponding points on the upper surfaces of the sleeper and the track bed subgrade system in the previous unit of time. The sleeper and the track bed subgrade system each have their own modeling coordinate systems. The motion equations of the track bed subgrade system are obtained by modeling in the global coordinate system, while the motion equations of the sleeper are obtained by modeling in the track coordinate system. Therefore, in order to ensure the accuracy of the determined force between the bottom of the sleeper and the track bed subgrade system, after obtaining the physical displacement of the track bed subgrade system in the global coordinate system, the terminal equipment can also transform the physical displacement of the track bed subgrade system in the global coordinate system to the physical displacement of the track bed subgrade system in the track coordinate system based on the physical coordinate transformation matrix.

[0131] Wherein, the global coordinate system is assumed to be The orbital coordinate system is The basis vectors of the global coordinate system are The basis vectors of the orbital coordinate system are Then the coordinate system can be determined. To coordinate system The physical coordinate transformation process is as follows:

[0132] ;(Formula 14)

[0133] In Equation 14, the displacement coordinate transformation matrix contains For the line steering angle, The line superelevation angle is the line turning angle, which can be determined based on the node coordinates in the line file at the current unit of time.

[0134] Optionally, the process by which the terminal device determines the performance parameter value of each system based on the system response of each system in the multiple unit times and obtains the railway coupling system performance analysis result of the target curve railway section can be based on the index evaluation requirements of each system, such as the train system, rail system, sleeper system, or track bed and subgrade system. This disclosure does not limit this process.

[0135] For example, for a train system, the terminal equipment can determine the performance parameters of the train system, such as the car body vibration acceleration, wheel-rail vertical force, wheel-axle lateral force, derailment coefficient, and wheel load reduction rate, based on the system response of the train system over the specified number of unit times. Alternatively, for a rail system, sleeper system, or ballast subgrade system, the terminal equipment can analyze the structural vibration and displacement of each system based on the system response of each system over the specified number of unit times. Alternatively, the terminal equipment can perform stress analysis on any point in the target curve railway section at any unit time based on the system responses of each system in the ballast subgrade system and the three-dimensional model of the target curve railway section, and obtain the stress analysis results of any point in the target curve railway section at any unit time.

[0136] It should be noted that, in the embodiments of this disclosure, the process by which the terminal device determines the performance parameter value of each system based on the system response of each system in the plurality of unit times, and obtains the railway coupling system performance analysis result of the target curve railway section, can be implemented based on the data simulation software running in the terminal device. Specifically, it can be determined based on actual needs, and this embodiment of the disclosure does not limit it in this regard. For example, the data simulation software can be MATLAB software.

[0137] Example 11

[0138] Based on the above embodiments, this embodiment provides a heavy-haul railway performance evaluation device, such as... Figure 3 As shown, Figure 3 A block diagram of a heavy-haul railway performance evaluation device 300 provided in an embodiment of this disclosure is shown. The heavy-haul railway performance evaluation device 300 includes:

[0139] The processing module 301 is configured to generate wheel-rail basic data for the target curved railway section, and to construct train motion equations, rail motion equations and sleeper motion equations based on the wheel-rail basic data. The target curved railway section includes a straight railway sub-section, a transition railway sub-section and a circular curve railway sub-section.

[0140] Modeling module 302 is configured to construct straight railway sub-segment models, transition railway sub-segment models, and circular curve railway sub-segment models of the target curved railway section based on the line data in the wheel-rail basic data;

[0141] The acquisition module 303 is configured to process the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model based on the modal synthesis method to obtain the motion equation of the track bed and subgrade system of the target curve railway segment, and couple the motion equation of the track bed and subgrade system, the motion equation of the train, the motion equation of the rail, and the motion equation of the sleeper to obtain the comprehensive motion equation of the railway coupled system;

[0142] The determination module 304 is configured to determine the performance analysis results of the railway coupling system for the target curve railway section based on the solution results of the comprehensive motion equations of the railway coupling system.

[0143] Optionally, the line data includes the first cross-sectional dimension data of the track bed and subgrade system of the straight railway sub-section, and the modeling module 302 is configured as follows:

[0144] Based on the first cross-sectional dimension data, a two-dimensional cross-section of the straight railway sub-section is generated in the global coordinate system;

[0145] The substructure of the straight railway sub-section is obtained by extending the two-dimensional cross-section of the sub-section to the sub-structure length threshold.

[0146] In the global coordinate system, along the axial direction of the straight railway sub-segment, the substructures of multiple straight railway sub-segments are copied until the total length of the substructures of multiple straight railway sub-segments is equal to the total straight length of the straight railway sub-segment in the line data, thus obtaining the straight railway sub-segment model of the target curve railway segment, wherein the two-dimensional cross-sections of the substructures of two adjacent straight railway sub-segments coincide.

[0147] Optionally, the line data includes the second cross-sectional dimension data of the track bed and subgrade system of the circular curve railway sub-section, as well as the curve radius and superelevation data of the circular curve railway sub-section. The modeling module 302 is configured as follows:

[0148] Based on the second cross-sectional dimension data, a two-dimensional cross-section of the circular curve railway sub-section is generated in the global coordinate system;

[0149] By combining the curve radius and superelevation data, the substructure length threshold of the two-dimensional cross-section of the circular curve railway sub-section is extended to obtain the substructure of the circular curve railway sub-section;

[0150] In the global coordinate system, along the axial direction of the circular curve railway sub-segment, multiple sub-structures of the circular curve railway sub-segment are copied until the total length of the sub-structures of the multiple circular curve railway sub-segments is equal to the total length of the circular curve of the circular curve railway sub-segment in the line data, thus obtaining the curved railway sub-segment model of the target curved railway segment, wherein the two-dimensional cross-sections of the sub-structures of two adjacent circular curve railway sub-segment models coincide.

[0151] Optionally, the line data includes the total length of the transition curve of the transition railway sub-section, and the third cross-sectional dimension data of the transition railway sub-section. The modeling module 302 is configured as follows:

[0152] Based on the total length of the transition curve and the substructure length threshold, the transition railway sub-segment is divided into multiple transition railway units, and the center arc length of each transition railway unit is determined, wherein the arc length of each transition railway unit is the substructure length threshold.

[0153] For each transition railway unit, a two-dimensional cross-section of the transition railway unit is generated in the global coordinate system based on the third cross-sectional dimension data;

[0154] Extend the two-dimensional cross-section of the easing railway unit along the axial direction of the easing railway unit, and extend the central arc length of the easing railway unit to obtain the substructure of the easing railway sub-segment;

[0155] Based on the positional relationship of the transition railway units corresponding to the substructures of each transition railway subsection within the transition railway subsection, the substructures of multiple transition railway subsections are connected and combined to obtain the transition railway subsection model of the target curve railway section.

[0156] Optionally, modeling module 302 is also configured as follows:

[0157] Interpolation processing is performed on the third cross-sectional dimension data of the first section of the first transition railway unit and the first cross-sectional data of the straight railway sub-section to obtain the updated third cross-sectional dimension data of the first section. The first transition railway unit is a transition railway unit connected to the straight railway sub-section, and the first cross-section is the cross-section of the first transition railway unit that is connected to the straight railway sub-section.

[0158] Interpolation processing is performed on the third cross-sectional dimension data of the second section of the second transition railway unit and the second cross-sectional data of the circular curve railway sub-section to obtain the updated third cross-sectional dimension data of the second section. The second transition railway unit is a transition railway unit connected to the circular curve railway sub-section, and the second cross-section is the cross-section of the two cross-sections of the second transition railway unit that is connected to the circular curve railway sub-section.

[0159] Optionally, the acquisition module 303 is configured as follows:

[0160] Substructure analysis was performed on the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure.

[0161] Based on the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure, the motion equations of each substructure are constructed, wherein the motion equations of the substructure are constructed based on modal coordinates;

[0162] Based on the motion equations of each substructure associated with the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model, the motion equations of the track bed and subgrade system of the target curved railway segment are determined.

[0163] Optionally, the determining module 304 is configured to:

[0164] Solve the motion equations of the railway coupling system over multiple unit times to obtain the system response of each system in the railway coupling system at each unit time. The system includes the train system, rail system, sleeper system, and ballast subgrade system. The system response includes acceleration and displacement.

[0165] Based on the system response of each system at the multiple unit times, the performance parameter values ​​of each system are determined, and the performance analysis results of the railway coupling system of the target curve railway section are obtained.

[0166] Example 12

[0167] Based on the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above embodiments.

[0168] In some embodiments of this example, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method described in the above embodiments.

[0169] In some implementations of this embodiment, such as Figure 4 As shown, a computer program product 400 is provided, including a computer program 401, which, when executed by a processor, implements the steps of the method described in the above embodiments.

[0170] The processor may include, but is not limited to, one or more processors or microprocessors. Each processor may be implemented as an Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), controller, microcontroller, microprocessor, or other electronic component, for executing the methods in the above embodiments.

[0171] Computer-readable storage media can be implemented by any type of volatile or non-volatile storage device or a combination thereof. Computer-readable storage media may include, but are not limited to, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, and computer storage media (e.g., hard disks, floppy disks, solid-state drives, removable disks, CD-ROMs, DVD-ROMs, Blu-ray discs, etc.).

[0172] Computer-readable storage media may also store at least one computer-executable program / instruction, such as computer-readable instructions. Computer-readable storage media include, but are not limited to, volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Computer-readable storage media may include, for example, read-only memory (ROM), hard disk, flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device executes the computer-readable instructions stored on the computer-readable storage medium, the various methods described above can be performed.

[0173] In addition, the computer device may include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (e.g., keyboard, mouse, speakers, etc.).

[0174] The processor can communicate with external devices via the I / O bus through wired or wireless networks.

[0175] In one embodiment, the at least one computer-executable instruction may also be compiled into or comprise a software product / computer program product, wherein one or more computer-executable instructions are executed by a processor to perform the steps of the various functions and / or methods in the embodiments described herein.

[0176] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0177] It should be noted that, in this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element limited by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0178] While the embodiments disclosed herein are as described above, the foregoing content is merely for the purpose of facilitating understanding of this disclosure and is not intended to limit this disclosure. Any person skilled in the art to which this disclosure pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope of this disclosure; however, the scope of patent protection of this disclosure shall still be determined by the scope defined in the appended claims.

Claims

1. A method for evaluating the performance of heavy-haul railways, characterized in that, include: Generate wheel-rail basic data for the target curved railway section, and construct train motion equations, rail motion equations, and sleeper motion equations based on the wheel-rail basic data. The target curved railway section includes straight railway sub-segments, transition railway sub-segments, and circular curve railway sub-segments. Based on the track data in the wheel-rail basic data, construct the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model of the target curved railway section; Based on the modal synthesis method, the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model are processed to obtain the motion equation of the track bed and subgrade system of the target curve railway segment. The motion equation of the track bed and subgrade system, the motion equation of the train, the motion equation of the rail, and the motion equation of the sleeper are coupled to obtain the comprehensive motion equation of the railway coupled system. The modal synthesis method is used to process the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the motion equations of the track bed and subgrade system of the target curved railway segment. This includes: performing substructure analysis on each of the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model to obtain the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure; constructing the motion equations of each substructure based on the mass matrix, stiffness matrix, fixed interface mode, and constraint mode of each substructure, wherein the motion equations of the substructures are constructed based on modal coordinates; and determining the motion equations of the track bed and subgrade system of the target curved railway segment based on the motion equations of each substructure associated with the straight railway sub-segment model, the transition railway sub-segment model, and the circular curve railway sub-segment model. Based on the solution results of the comprehensive motion equations of the railway coupling system, the performance analysis results of the railway coupling system for the target curve railway section are determined, including: solving the motion equations of the railway coupling system at multiple unit times to obtain the system response of each system in the railway coupling system at each unit time, wherein the railway coupling system includes the train system, rail system, sleeper system, and ballast subgrade system, and the system response includes acceleration and displacement; based on the system response of each system at the multiple unit times, the performance parameter values ​​of each system are determined to obtain the performance analysis results of the railway coupling system for the target curve railway section.

2. The performance evaluation method for heavy-haul railways according to claim 1, characterized in that, The track data includes the first cross-sectional dimensions of the ballast and subgrade system of the straight railway sub-section. Based on the track data in the wheel-rail foundation data, a straight railway sub-section model of the target curved railway section is constructed, including: Based on the first cross-sectional dimension data, a two-dimensional cross-section of the straight railway sub-section is generated in the global coordinate system; The substructure of the straight railway sub-section is obtained by extending the two-dimensional cross-section of the sub-section to the sub-structure length threshold. In the global coordinate system, along the axial direction of the straight railway sub-segment, the substructures of multiple straight railway sub-segments are copied until the total length of the substructures of multiple straight railway sub-segments is equal to the total straight length of the straight railway sub-segment in the line data, thus obtaining the straight railway sub-segment model of the target curve railway segment, wherein the two-dimensional cross-sections of the substructures of two adjacent straight railway sub-segments coincide.

3. The method for evaluating the performance of heavy-haul railways according to claim 1, characterized in that, The track data includes the second cross-sectional dimensions of the track bed and subgrade system of the circular curve railway sub-section, as well as the curve radius and superelevation data of the circular curve railway sub-section. Based on the track data in the wheel-rail foundation data, a model of the circular curve railway sub-section of the target curved railway section is constructed, including: Based on the second cross-sectional dimension data, a two-dimensional cross-section of the circular curve railway sub-section is generated in the global coordinate system; By combining the curve radius and superelevation data, the substructure length threshold of the two-dimensional cross-section of the circular curve railway sub-section is extended to obtain the substructure of the circular curve railway sub-section; In the global coordinate system, along the axial direction of the circular curve railway sub-segment, multiple sub-structures of the circular curve railway sub-segment are copied until the total length of the sub-structures of the multiple circular curve railway sub-segments is equal to the total length of the circular curve of the circular curve railway sub-segment in the line data, thus obtaining the curved railway sub-segment model of the target curved railway segment, wherein the two-dimensional cross-sections of the sub-structures of two adjacent circular curve railway sub-segment models coincide.

4. The performance evaluation method for heavy-haul railways according to claim 1, characterized in that, The line data includes the total length of the transition curve of the transition railway sub-section, and the third cross-sectional dimension data of the transition railway sub-section. Based on the line data in the wheel-rail base data, a transition railway sub-section model of the target curve railway section is constructed, including: Based on the total length of the transition curve and the substructure length threshold, the transition railway sub-segment is divided into multiple transition railway units, and the center arc length of each transition railway unit is determined, wherein the arc length of each transition railway unit is the substructure length threshold. For each transition railway unit, a two-dimensional cross-section of the transition railway unit is generated in the global coordinate system based on the third cross-sectional dimension data; Extend the two-dimensional cross-section of the easing railway unit along the axial direction of the easing railway unit, and extend the central arc length of the easing railway unit to obtain the substructure of the easing railway sub-segment; Based on the positional relationship of the transition railway units corresponding to the substructures of each transition railway subsection within the transition railway subsection, the substructures of multiple transition railway subsections are connected and combined to obtain the transition railway subsection model of the target curve railway section.

5. The method for evaluating the performance of heavy-haul railways according to claim 4, characterized in that, The target curved railway section includes sequentially connected straight railway sub-sections, transition railway sub-sections, and circular curve railway sub-sections. The heavy-haul railway performance evaluation method further includes: Interpolation processing is performed on the third cross-sectional dimension data of the first section of the first transition railway unit and the first cross-sectional dimension data of the straight railway sub-section to obtain the updated third cross-sectional dimension data of the first section. The first transition railway unit is a transition railway unit connected to the straight railway sub-section, and the first section is the section of the first transition railway unit that is connected to the straight railway sub-section. Interpolation processing is performed on the third cross-sectional dimension data of the second section of the second transition railway unit and the second cross-sectional dimension data of the circular curve railway sub-section to obtain the updated third cross-sectional dimension data of the second section. The second transition railway unit is a transition railway unit connected to the circular curve railway sub-section, and the second section is the section of the two sections of the second transition railway unit that is connected to the circular curve railway sub-section.

6. A computer device, comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the heavy-haul railway performance evaluation method according to any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the heavy-haul railway performance evaluation method according to any one of claims 1 to 5.

8. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the steps of the heavy-haul railway performance evaluation method according to any one of claims 1 to 5.

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