Curve vibration reduction track optimization design method and system based on adhesion and abrasion coupling

Abstract

The invention discloses a curve vibration reduction track optimization design method and system based on adhesion and abrasion coupling. The curve vibration reduction track optimization design system comprises a data acquisition module, a data processing module and a control module, wherein the data acquisition module is used for acquiring real-time data acquired by a vehicle-mounted sensor and detection data of a track detection vehicle; the coupling analysis module comprises a dynamic calculation sub-module, an adhesion correction sub-module and an abrasion prediction sub-module, and the dynamic calculation sub-module is used for simulating and calculating contact spot stress; the adhesion correction sub-module corrects environmental parameters and dynamically corrects an environmental correction coefficient K; the abrasion prediction sub-module is used for improving an Archard abrasion model by using the corrected K value and outputting the abrasion depth; and the decision output module is used for calculating an abrasion uniformity index, generating a track parameter optimization scheme and an adhesion control strategy, and outputting a result and a control instruction. According to the method, the influence of the dynamic change of the wheel-rail adhesion state on abrasion is considered, and the adhesion control strategy is combined with the track structure design, so that the track abrasion is effectively reduced.

Description

Technical Field

[0001] This invention belongs to the field of vibration reduction and noise reduction technology in rail transit, specifically relating to a curve vibration reduction track optimization design method and system based on the coupling of adhesion and wear. Background Technology

[0002] On subway and light rail lines with dense small-radius curves, the rail wear rate on curved sections is 3-5 times that on straight sections due to the small turning radius. This leads to frequent corrugation and fastener breakage. Some lines replace more than 2,000 sets of fasteners annually. However, existing design methods rely on static load assumptions for traditional vibration-damping track design, failing to consider the impact of dynamic changes in wheel-rail adhesion on wear. The adhesion control strategy is disconnected from the track structure design, resulting in poor wheel-rail matching and poor optimization design of curve vibration-damping tracks. The designed tracks cannot be optimized to the best condition, leading to abnormal rail wear, fastener breakage, and excessive vibration and noise, increasing maintenance costs. Furthermore, existing vibration-damping tracks (such as floating slabs and rubber pads) lack quantitative analysis tools for the impact on wheel-rail adhesion characteristics. Summary of the Invention

[0003] To overcome the above-mentioned shortcomings, a curve vibration reduction track optimization design method and system based on the coupling of adhesion and wear is proposed. It considers the influence of dynamic changes in wheel-rail adhesion state on wear, combines adhesion control strategy with track structure design, has good wheel-rail matching, and achieves good curve vibration reduction track optimization design effect, effectively reducing track wear.

[0004] To achieve the above objectives, the technical solution adopted by this invention is: to provide a curve vibration reduction track optimization design system based on the coupling of adhesion and wear. It includes: Data acquisition module: acquires real-time data from onboard sensors and detection data from the track inspection vehicle. Onboard sensor data includes vibration signals, train operating status, and environmental parameters, while track inspection vehicle data includes track geometry parameters and wheel-rail interaction forces. The coupled analysis module includes a dynamics calculation submodule, an adhesion correction submodule, and a wear prediction submodule. The dynamics calculation submodule is used to simulate and calculate the stress of the wheel-rail contact patch; the adhesion correction submodule corrects environmental parameters and dynamically corrects the environmental correction coefficient K; the wear prediction submodule uses the corrected K value to improve the Archard wear model and outputs the corrected value. ; Decision output module: Outputs results to track maintenance equipment via a visual interface, and generates control commands to output to the vehicle control system.

[0005] A further preferred technical solution of the curve vibration reduction track optimization design system based on adhesion and wear coupling according to the present invention is: the edge computing terminal transmits data to the cloud server for calculation, and then sends the results to the decision terminal.

[0006] A further preferred technical solution of the curve vibration reduction track optimization design system based on adhesion and wear coupling according to the present invention is that the edge computing terminal is equipped with an embedded processor and an electrically connected real-time data interaction interface.

[0007] A curve vibration reduction track optimization design method based on adhesion and wear coupling is characterized by the following steps: S1, model construction: first, a vehicle-track coupling model is established, and then a wheel-rail adhesion-wear coupling model is constructed on this basis, with input of track parameters, vehicle parameters, and environmental parameters; S2, Contact Patch Stress Simulation: Using the wheel-rail adhesion-wear coupling model, the dynamic interaction force between the wheel and rail is calculated through multibody dynamics simulation, the contact patch stress distribution is output, and the simulation results are compared with the measured data to ensure that the error is less than 15%; S3, Improved Archard Wear Model: Calculate wear depth based on the improved Archard formula; S4, Vibration-reducing track performance evaluation matrix: Establish a vibration-reducing track performance evaluation matrix to quantify the impact of different types of elastic support blocks / floating slabs / trapezoidal sleepers on wear uniformity. S5, Optimization scheme generation: Based on the quantitative results of wear uniformity for different types of elastic support blocks / floating slabs / trapezoidal sleepers, and utilizing wear depth... The wear uniformity index was calculated. I Generate track parameter optimization schemes and adhesion control strategies, and output the track bottom slope adjustment amount Δθ and suggested values ​​for fastener stiffness distribution [K1,K2,…,K]. n ].

[0008] A further preferred embodiment of the curve vibration reduction track optimization design method based on adhesion and wear coupling according to the present invention is as follows: In step S1, the input track parameters include curve radius R and superelevation h; the vehicle parameters include axle load P and bogie wheelbase L; the environmental parameters include humidity. φ Temperature T.

[0009] A further preferred technical solution of the curve vibration reduction track optimization design method based on adhesion and wear coupling according to the present invention is as follows: In step S2, the contact patch stress is calculated as follows: S2.1. Solving for the maximum normal stress Where N is the normal load, in N; a, b The semi-major and semi-minor axes of the contact ellipse, in meters (m). The maximum normal stress at the center of the contact patch, in Pa; S2.2. Solving for the normal stress distribution at any point: Where x and y are the coordinates of a point within the contact patch, with the contact center as the origin. The normal stress at this point is expressed in Pa. Based on Hertz contact theory, the formula for calculating the semi-axis of the contact ellipse is as follows: The major semi-axis *a* and the minor semi-axis *b* are respectively: Where N is the normal load; E' is the equivalent elastic modulus, calculated as follows: in , and , These are the elastic modulus and Poisson's ratio of the wheel and rail, respectively. The sum of principal curvatures is calculated as follows: in and These are the principal radii of curvature of the wheel and rail at the contact point, respectively; μ and The Hertz coefficient depends on the curvature ratio. It needs to be determined through table lookup or numerical methods, among which The total curvature in the two principal directions, and the material parameters: elastic modulus E and Poisson's ratio. Take the steel pressure E = 210 GPa for the rail. =0.3.

[0010] A further preferred technical solution of the curve vibration reduction track optimization design method based on adhesion and wear coupling according to the present invention is as follows: In step S3, the wear depth is calculated based on the improved Archard formula, the formula being: in, This refers to the wear depth. x, y Coordinates; t For time; σ is Contact stress gradient; This is the environment-load coupling correction factor. ) ,in As the baseline value, ϕ is Relative humidity, For calibration parameters; The normal stress of the contact patch can be obtained from the above. The sliding speed; For time-varying hardness of materials, the hardness of rails is taken as 260-320HB, and the hardness of wheels is taken as 280-340HB. For contact temperature rise; For strain rate.

[0011] A further preferred technical solution of the curve vibration reduction track optimization design method based on adhesion and wear coupling according to the present invention is: in step S4, the wear uniformity index is used... I The formula for evaluating wear uniformity is as follows: in, This represents the average wear value.

[0012] According to the curve vibration reduction track optimization design method based on adhesion and wear coupling of the present invention, a further preferred technical solution is as follows: the stiffness range of the elastic support block is 40kN / mm-60kN / mm, applicable curve radius R≥300m; the stiffness range of the floating plate is 20kN / mm-30kN / mm, applicable curve radius R≥500m; the stiffness range of the trapezoidal sleeper is 50kN / mm-80kN / mm, applicable curve radius R≥250m.

[0013] According to the curve vibration reduction track optimization design method based on adhesion and wear coupling of the present invention, a further preferred technical solution is: the standard rail base slope is 1:40, the optimization range is ±1:20; the stiffness of the outer fastener of the curve section is reduced by 10-20%; the traction / braking force limit value is based on the safety standard braking deceleration ≤1.0m / s².

[0014] Compared with the prior art, the technical solution of the present invention has the following advantages / benefits: 1. Considering the impact of dynamic changes in wheel-rail adhesion on wear, the adhesion control strategy is combined with the track structure design, resulting in good wheel-rail matching and good curve vibration reduction track optimization design, effectively reducing track wear.

[0015] 2. Establish a multibody dynamics-wearing iterative calculation framework, integrate wheel-rail dynamic interaction algorithm, adhesion coefficient time-varying algorithm, material wear accumulation algorithm, etc., propose a vibration reduction track-wheel-rail adhesion performance evaluation index, consider the influence of wheel-rail contact stress distribution uniformity, adhesion utilization rate, wear depth spatial distribution and other factors, generate adaptive curves and through control strategies, recommend track parameter optimization schemes and traction / braking force distribution schemes for different vibration reduction track types. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the curve vibration reduction track optimization design method and system based on the coupling of adhesion and wear in this invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention are described clearly and completely below. Obviously, the described embodiments are only a part of the embodiments of this invention, not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention. Therefore, the detailed description of the embodiments of this invention provided below is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the invention.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

[0020] Example 1: A curve vibration reduction track optimization design system based on the coupling of adhesion and wear. It includes: Data acquisition module: The edge computing terminal obtains real-time data from on-board sensors and detection data from the track inspection vehicle (referring to recently acquired data or historical data with a short time interval, etc.). The data collected by the on-board sensors includes vibration signals, train operating status, and environmental parameters. The data from the track inspection vehicle includes track geometric parameters and wheel-rail interaction forces. Then, the collected data is sent to the cloud server via wireless communication. The collected data is used for model building and calculation, etc., which will not be described in detail here. Coupled Analysis Module: This module refers to the wheel-rail adhesion-wear coupling model in the cloud server, including a dynamic calculation submodule, an adhesion correction submodule, and a wear prediction submodule. The dynamic calculation submodule is used to simulate and calculate the stress of the wheel-rail contact patch (which can be supplemented by other dynamic interaction forces between the wheel and rail); the adhesion correction submodule corrects environmental parameters and dynamically corrects the environmental correction coefficient K; the wear prediction submodule uses the corrected K value to improve the Archard wear model and outputs the wear depth. The Coupled Analysis Module is actually the wheel-rail adhesion-wear coupling model installed in the cloud server. Cloud computing can reduce the pressure on local computing, speed up the operation, and also facilitate data storage. Decision output module: Calculates the wear uniformity index using wear depth. I Generate track parameter optimization schemes and adhesion control strategies, and output the track bottom slope adjustment amount Δθ and suggested values ​​for fastener stiffness distribution [K1,K2,…,K]. n The system outputs the results to the track maintenance equipment using the decision terminal, and generates control commands that are output to the vehicle control system.

[0021] The edge computing terminal transmits the data collected by the data acquisition module to the cloud server for calculation, and then the cloud server sends the calculation results to the decision output module.

[0022] The edge computing terminal is equipped with an embedded processor and a real-time data interaction interface. The embedded processor is used to preprocess the received sensor signals, including signal analysis, summarization, and conversion. The real-time data interaction interface is used for other data acquisition needs.

[0023] Example 2: A curve vibration reduction track optimization design method based on adhesion and wear coupling includes the following steps: S1, Model construction: First, a vehicle-track coupling model is established (reference: Zhai Wanming. Vehicle-track Coupled Dynamics (4th Edition) [M]. Beijing: Science Press, 2015.). This model can be established using existing technology and will not be elaborated here. Then, a wheel-rail adhesion-wear coupling model is constructed on this basis (i.e., adding the sub-modules in the system of Example 1, and the association coupling algorithm between the two modules and the vehicle-track coupling model; the algorithm is not elaborated in detail). The input data includes track parameters, vehicle parameters, and environmental parameters; the input track parameters include curve radius R and superelevation h; the vehicle parameters include axle load P and bogie wheelbase L; the environmental parameters include humidity. φTemperature T. The input data is mainly obtained by the data acquisition module. Other relevant data about the track and train are determined by their own model, etc. Data acquisition for model building is not the focus of this invention and will not be elaborated here. The data itself can be acquired using the existing acquisition device on the train, and the types of data can be selected according to the needs. The model building in step S1 is actually pre-built in a cloud server for easy use later. The model building method can be based on existing technology.

[0024] S2, Contact Spot Stress Simulation: Using a wheel-rail adhesion-wear coupling model, the dynamic interaction force between the wheel and rail is calculated through multibody dynamics simulation. The contact spot stress distribution is output, and the simulation results are compared with measured data to ensure that the error is less than 15%. The contact spot stress calculation method is as follows: S2.1. Solving for the maximum normal stress Where N is the normal load, in N; a, b The semi-major and semi-minor axes of the contact ellipse, in meters (m). The maximum normal stress at the center of the contact patch, in Pa; S2.2. Solving for the normal stress distribution at any point: Where x and y are the coordinates of a point within the contact patch, with the contact center as the origin. The normal stress at this point is expressed in Pa. Based on Hertz contact theory, the formula for calculating the semi-axis of the contact ellipse is as follows: The major semi-axis *a* and the minor semi-axis *b* are respectively: Where N is the normal load; E' is the equivalent elastic modulus, calculated as follows: in , and , These are the elastic modulus and Poisson's ratio of the wheel and rail, respectively. The sum of principal curvatures is calculated as follows: in and These are the principal radii of curvature of the wheel and rail at the contact point, respectively; μ and The Hertz coefficient depends on the curvature ratio. It needs to be determined through table lookup or numerical methods, among which The total curvature in the two principal directions, and the material parameters: elastic modulus E and Poisson's ratio. Take the steel pressure E = 210 GPa for the rail. =0.3.

[0025] S3, calculate the wear depth based on the improved Archard formula; in step S3, the wear depth is calculated based on the improved Archard formula, which is: in, This refers to the wear depth. x, y These are the position coordinates; t For time; The contact stress gradient; This is the environment-load coupling correction factor. ) ,in Using this as a baseline, a value of 0.001-0.003 is used for clean and dry rail wheelsets, and 0.005-0.01 is used for contaminated rail surfaces (oil / water film). ϕ is Relative humidity (0-100%). For calibration parameters, =0.003 (salt spray environment); The normal stress of the contact patch (can be obtained in the intermediate process of step S2, or by other reasonable calculation methods); The sliding speed; The time-varying hardness and room temperature hardness of the material are taken as follows: the hardness of rail is taken as 260-320HB, and the hardness of wheel is taken as 280-340HB. For contact temperature rise (°C), coefficient b =0.008 (ASTM E140 standard); Strain rate (s⁻¹), coefficient c =0.12 (Dynamic impact test data).

[0026] S4, Vibration-damping track performance evaluation matrix: Establish a vibration-damping track performance evaluation matrix to quantify the impact of different types of elastic support blocks / floating slabs / trapezoidal sleepers on wear uniformity; and use the wear uniformity index... I The formula for evaluating wear uniformity is as follows: in, This represents the average wear value.

[0027] Throughout the contact area ( x , y ) and time range [0, t Within [the specified range], the maximum wear amount is: Minimum wear across the entire contact area and time span: The average wear amount at all locations within the contact area: Comparison of vibration damping track types: Steps S2-S4 are performed on a cloud server. Specific operation steps can be supplemented as needed. This embodiment only demonstrates the principle.

[0028] S5, Optimization Scheme Generation: Based on the quantitative results of wear uniformity for different types of elastic support blocks / floating slabs / trapezoidal sleepers, utilize wear uniformity... I The results generate track parameter optimization schemes and adhesion control strategies, and output the track bottom slope adjustment Δθ and suggested values ​​for fastener stiffness distribution [K1,K2,…,K]. n Wear uniformity I The target value is ≥0.8. Referring to JT / T1218.1-2018 "Technical Specifications for Maintenance and Renewal of Urban Rail Transit Facilities Part 4: Track", if the wear uniformity index does not meet the standard, optimization must be performed again. Step S5 is performed in the decision output module. If necessary, the decision terminal can also use a cloud server to complete the computational part before outputting the decision based on the results.

[0029] The specific techniques for optimizing orbital parameters in step S5 are as follows: Determination of the rail bottom slope adjustment amount Δθ: 1. Wear uniformity analysis 1.1 Based on wear uniformity I The distribution map identifies areas of concentrated wear (such as the inner / outer side of the rim or tread).

[0030] 1.2 Quantify the wear gradient and determine the contact stress deviation that needs to be compensated (e.g., if the wear on the inner side exceeds the tolerance by 20%, the contact point needs to be moved outward).

[0031] 2. Contact point offset calculation Based on Hertz contact theory, the geometric relationship between the contact patch location and the rail bottom slope is established: θ (lateral displacement of the contact point) in Let be the radius of the rolling circle of the wheel.

[0032] Based on the target contact point offset Adjustment amount of the reverse push rail bottom slope: Example: If the contact point needs to be moved outward by 2mm, =420mm, then ≈0.27°.

[0033] 3. Dynamic verification The adjusted wheel-rail contact force distribution was simulated using multibody dynamics software (such as SIMPACK or UM) to verify the effect of improving wear uniformity. According to TB / T 2344-2012, the standard rail base slope is 1:40, and the optimization range is ±1:20.

[0034] Recommended values ​​for fastener stiffness distribution [K1,K2,…,K] n ]optimization: 1. Wear-stiffness correlation modeling Establish an empirical formula for the relationship between wear rate and fastener stiffness: in For the first Track vibration load, , The wear coefficient is the material wear factor.

[0035] 2. Stiffness Distribution Optimization Algorithm 2.1 Input wear uniformity I Distribution and track vibration response spectrum (obtained through field measurements or simulation) 2.2 Optimization Model Solution method: Use genetic algorithm (GA) or particle swarm optimization (PSO) to solve for the optimal stiffness sequence.

[0036] Recommended value example: High wear zones (such as curved sections): reduce stiffness ( =30kN / mm) to absorb vibration energy Low wear zone (straight section): Increase stiffness ( = 50 kN / mm) to ensure stability. Referring to the "Railway Track Design Code" (TB 10082-2017), the stiffness of the outer fasteners on curved sections needs to be reduced by 10-20%.

[0037] Then, in the established database, a large amount of data simulation, fitting, and calibration were performed, and a wear uniformity index was established. I A mapping table between rail base slope and fastener stiffness is generated, and this table is used to generate track optimization schemes, which are then output to track maintenance equipment. The data simulation, fitting, and verification process is as follows: 1. Parameter calibration On-site measurements were taken of the current rail bottom slope angle and fastener stiffness to establish a baseline database.

[0038] 2. Simulation Verification The influence of stiffness distribution on track stress was verified using finite element analysis (FEA).

[0039] Predicting using multibody dynamics models Wear distribution after θ adjustment.

[0040] 3. Small-scale pilot program Select a typical section (such as a curve with a radius of 800m) for implementation. Adjust θ and stiffness to monitor changes in wear rate.

[0041] 4. Promotion across the entire route Based on the pilot results, the parameters were optimized, and the track bottom slope and fastener stiffness of the entire line were adjusted in stages.

[0042] 5. Dynamic monitoring Install vehicle-mounted wear detectors and track vibration sensors to provide real-time data feedback to the control center.

[0043] The specific techniques of the adhesion control strategy in step S5 are as follows: The adhesion control strategy is output to the vehicle control system. Through extensive data simulation, fitting, and calibration, a relationship mapping table is established, as follows: 1. Adhesion-wear coupling model Establish the relationship between adhesion coefficient μ and wear rate Relationship: in For contact stress, This refers to the sliding speed.

[0044] 2. Control Strategy During traction / braking phase: a fuzzy PID controller is used to limit the adhesion coefficient within a certain range. The range should be adjusted to avoid slippage caused by adhesion saturation.

[0045] Curve passage phase: Based on real-time wheel-rail force feedback, the traction force distribution is dynamically adjusted (e.g., the inner wheel load is reduced by 5%~10%).

[0046] 3. Actuator Configuration Vehicle control system: integrates a wear prediction module to adjust motor torque and braking pressure in real time.

[0047] Ground equipment: Deploy friction modifier spraying devices in high-wear sections of the track to reduce adhesion fluctuations. Traction / braking force limits are based on safety standards: braking deceleration ≤ 1.0 m / s². This standard applies to trains with a maximum operating speed not exceeding 120 km / h, where the average deceleration during service braking should not be less than 1.0 m / s². For other situations, the corresponding standards can be adopted. For example, for trains with a maximum operating speed greater than 120 km / h but not exceeding 160 km / h, the maximum average deceleration during service braking should not be less than 0.8 m / s², and the equivalent deceleration during rapid braking should not be less than 1.2 m / s².

[0048] Example 3: Verification of vibration reduction track optimization and adhesion control strategies based on an S-shaped curve section of a subway line: 1. Background of the Implementation Example Line conditions: A subway line has an S-shaped composite curve section (R1=320m→R2=280m), a design speed of 60km / h, and a superelevation of h=110mm.

[0049] Environment: Coastal city, average annual humidity φ=75%, salt spray corrosion environment (Cl⁻ concentration ≥0.3mg / m³).

[0050] Existing problems: Rail corrugation cycle ≤ 6 months (wear depth ≥ 0.8mm), fastener breakage annual replacement rate exceeds 15%.

[0051] The vehicle vibration acceleration exceeded the standard (measured vertically 0.25g and laterally 0.18g).

[0052] 2. Input parameters 3. Implementation Steps S1: Contact Patch Stress Simulation Simulations were performed using the multibody dynamics software SIMPACK, and the results were compared with the actual measured data from the track inspection vehicle in 2023 (wheel-rail lateral force H=52kN, simulation result H=49kN, error 5.8%).

[0053] Key output: Maximum contact stress =1280MPa (located at the outer rail gauge angle); S2: Adhesion-wear coupling calculation Corrected ARchard formula: in, This refers to the wear depth. x, y Coordinates; t For time;σ is Contact stress gradient; This is the environment-load coupling correction factor. ) ,in As the baseline value, ϕ is Relative humidity, For calibration parameters; For contact patch normal stress; The sliding speed; For time-varying hardness of materials, the hardness of rails is 260-320HB, and the hardness of wheels is 280HB-340HB. For contact temperature rise; For strain rate.

[0054] Wear distribution prediction: The annual wear of the outer rail gauge angle is 1.05 mm (actual measurement is 1.12 mm, with an error of 6.3%).

[0055] Vibration reduction track performance evaluation Comparison of options: Evaluation criteria: I≥0.8 is considered excellent (TB 2097); The safety threshold for fastener stress is ≤85MPa (TB / T 3396-2015).

[0056] Optimization scheme generation Track structure adjustment: Replace with trapezoidal sleepers with a stiffness gradient configuration (60kN / mm on the inner side → 40kN / mm on the outer side). The rail bottom slope has been adjusted to 1:35 (originally 1:40).

[0057] Adhesion control strategy: The traction force at the curve entrance section is limited to ≤70kN (achieved through the TCMS system). Braking deceleration is controlled in stages (≤0.7m / s² in the inner section of the curve, ≤0.9m / s² in the outer section).

[0058] This embodiment is for illustrative purposes only. In actual use, the optimal or other suitable secondary solutions can be selected based on the results and the specific circumstances on site.

[0059] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0060] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0061] The above are merely preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be considered as limitations on the present invention, and the scope of protection of the present invention should be determined by the scope defined in the claims. For those skilled in the art, several improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A curve vibration reduction track optimization design system based on adhesion and wear coupling, characterized in that, It includes: Data acquisition module: The edge computing terminal obtains real-time data from on-board sensors and detection data from the track inspection vehicle. The data collected by the on-board sensors includes vibration signals, train operating status, and environmental parameters, while the data from the track inspection vehicle includes track geometric parameters and wheel-rail interaction forces. Coupled analysis module: includes dynamic calculation submodule, adhesion correction submodule, and wear prediction submodule. The dynamic calculation submodule is used to simulate and calculate contact patch stress. The adhesion correction submodule corrects for environmental parameters, considering the effects of contact temperature and relative humidity, and dynamically adjusts the environmental correction coefficient K. The wear prediction submodule uses the corrected K value to improve the Archard wear model, integrating factors such as wheel-rail hardness and tread profile evolution, and outputs the wear depth. ; Decision output module: utilizing wear depth The wear uniformity index was calculated. I， This generates an optimized track parameter scheme and adhesion control strategy, outputting the track bottom slope adjustment Δθ and suggested values ​​for fastener stiffness distribution [K1,K2,…,K]. n The system outputs the results to the track maintenance equipment using the decision terminal, and generates control commands that are output to the vehicle control system.

2. The design system for curve vibration reduction track optimization based on adhesion and wear coupling as described in claim 1, characterized in that, The edge computing terminal transmits the data collected by the data acquisition module to the cloud server for calculation, and then the cloud server sends the calculation results to the decision output module.

3. The curve vibration reduction track optimization design system based on adhesion and wear coupling according to claim 1, characterized in that, The edge computing terminal is equipped with an embedded processor and a real-time data interaction interface.

4. A curve vibration reduction track optimization design method based on adhesion and wear coupling, characterized in that, The steps include: S1, Model building: First, establish a vehicle-track coupling model, and then build a wheel-rail adhesion-wear coupling model on this basis, and input track parameters, vehicle parameters, and environmental parameters; S2, Contact patch stress simulation: Using the wheel-rail adhesion-wear coupling model, the dynamic interaction force between the wheel and rail is calculated through multibody dynamics simulation, and the stress distribution of the contact patch is output; S3, Calculate the wear depth: Calculate the wear depth based on the improved Arcard formula. ; S4, Vibration-reducing track performance evaluation matrix: Establish a vibration-reducing track performance evaluation matrix to quantify the impact of different types of elastic support blocks / floating slabs / trapezoidal sleepers on wear uniformity. S5, Optimization scheme generation: Based on the quantitative results of wear uniformity for different types of elastic support blocks / floating slabs / trapezoidal sleepers, and utilizing wear depth... The wear uniformity index was calculated. I Generate track parameter optimization schemes and adhesion control strategies, and output the track bottom slope adjustment amount Δθ and suggested values ​​for fastener stiffness distribution [K1,K2,…,K]. n ].

5. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, In step S1, the input line parameters include curve radius R and superelevation h; the vehicle parameters include axle load P and bogie wheelbase L; and the environmental parameters include humidity. φ Temperature T.

6. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, In step S2, the contact patch stress is calculated as follows: S2.

1. Solving for the maximum normal stress Where N is the normal load, in N; a,b The semi-major and semi-minor axes of the contact ellipse, in meters (m). The maximum normal stress at the center of the contact patch, in Pa; S2.

2. Solving for the normal stress distribution at any point: Where x and y are the coordinates of a point within the contact patch, with the contact center as the origin. The normal stress at this point is expressed in Pa. Based on Hertz contact theory, the formula for calculating the semi-axis of the contact ellipse is as follows: The major semi-axis *a* and the minor semi-axis *b* are respectively: Where N is the normal load; E' is the equivalent elastic modulus, calculated as follows: in , and , These are the elastic modulus and Poisson's ratio of the wheel and rail, respectively. The sum of principal curvatures is calculated as follows: in and These are the principal radii of curvature of the wheel and rail at the contact point, respectively; μ and The Hertz coefficient depends on the curvature ratio. It needs to be determined through table lookup or numerical methods, among which The total curvature in the two principal directions, and the material parameters: elastic modulus E and Poisson's ratio. Take the steel pressure E = 210 GPa for the rail. =0.

3.

7. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, In step S3, the wear depth is calculated based on the improved Archard formula, which is: in, This refers to the wear depth. x, y These are the position coordinates; t For time; for Contact stress gradient; This is the environment-load coupling correction factor. ) ,in As the baseline value, ϕ is Relative humidity, These are calibration parameters; For contact patch normal stress; The sliding speed; For time-varying hardness of materials, the hardness of rails is taken as 260-320HB, and the hardness of wheels is taken as 280-340HB. Contact temperature; denoted as strain rate.

8. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, In step S4, the wear uniformity index is used. I The formula for evaluating wear uniformity is as follows: in, This represents the average wear value.

9. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, In step S4, the stiffness range of the elastic support block is 40kN / mm-60kN / mm, and it is applicable to curve radii R≥300m; the stiffness range of the floating plate is 20kN / mm-30kN / mm, and it is applicable to curve radii R≥500m; the stiffness range of the trapezoidal sleeper is 50kN / mm-80kN / mm, and it is applicable to curve radii R≥250m.

10. The curve vibration reduction track optimization design method based on adhesion and wear coupling according to claim 4, characterized in that, The standard rail bottom slope is 1:40, with an optimization range of ±1:20; the stiffness of the outer fasteners on the curved section is reduced by 10-20%; the traction / braking force limit value is based on the safety standard, with braking deceleration ≤1.0m / s².

Images