Parametric modeling method, system and medium for subway track-oriented parts

Abstract

The present application relates to the technical field of computer-aided design, in particular to a part parameterization modeling method and system for subway track and a medium, the position of a curved track section in a curved track section set is determined, the maximum bending degree of the curved track section set is combined to obtain the turning feature representation of the curved track section; according to the turning feature representation and the bending degree of the curved track section, a difference correlation coefficient is obtained, and according to the difference correlation coefficient, the adjustment of the part parameters of one side track in the curved track section is determined when the part parameters of the other side track change, the part parameters of the inner and outer side tracks are adjusted based on the difference between the inner and outer tracks of the curved track, and the reliability and accuracy of the adjustment of the subway track part parameters are improved.

Description

Technical Field

[0001] This invention relates to the field of computer-aided design technology, specifically to a parametric modeling method, system, and medium for subway track components. Background Technology

[0002] Parametric modeling refers to describing and defining the features and geometry of a design model by setting parameters, mainly including geometric parameters, material parameters, and functional parameters. Adjusting these parameters allows for rapid design modifications, improving design flexibility and efficiency. The main processes of parametric modeling include parameter definition, parameter association, and parameter verification.

[0003] Subway tracks are composed of many complex parts, such as track joints, fasteners, sleepers, and rails. In the entire subway track system, the parameters of different parts are interrelated and influence each other. When the parameters of one part are adjusted, the parameters of other parts will also be affected and change accordingly.

[0004] When determining the parameter relationships of components in subway tracks, curved tracks are particularly problematic. The strong centrifugal force of the subway car during turns causes it to deviate from the track, resulting in different forces on the inner and outer rails. Therefore, during subway track construction, the relevant parameters of components on the inner and outer sides of curved tracks are typically treated differently. Existing technologies for parametric modeling of subway track components often overlook the differences between the inner and outer rails of curved tracks, adjusting parameters uniformly for both. This compromises the reliability and accuracy of parameter adjustments for subway track components. Summary of the Invention

[0005] To address the low reliability of parameter adjustment for subway track components in existing parametric modeling methods, this invention aims to provide a parametric modeling method, system, and medium for subway track components. The specific technical solution adopted is as follows:

[0006] In a first aspect of the invention, a parametric modeling method for subway track components is provided, comprising:

[0007] The position of the curved track segment within its set of curved track segments is determined, and the turning characteristics of the curved track segment are obtained by combining the maximum curvature of the set of curved track segments; the set of curved track segments consists of multiple adjacent curved track segments.

[0008] Based on the turning characteristics and curvature of the curved track segment, a difference correlation coefficient is obtained for the curved track segment. The difference correlation coefficient characterizes the degree of difference between the inner and outer tracks in the curved track segment.

[0009] According to the difference correlation coefficient, when the part parameter of one side track in the curved track section changes, the adjustment of the part parameter of the other side track is determined.

[0010] In an exemplary embodiment, the acquisition process of the curved track section comprises:

[0011] The pairs of symmetrical parts of the track section to be analyzed are determined, wherein each pair of symmetrical parts comprises one part in one side track of the track section to be analyzed and one part in the other side track corresponding to the one part;

[0012] According to the correlation between the one part and the rail in the side to which the one part belongs, and the difference in distance between each part in the pair of symmetrical parts and the rail in the side to which the part belongs, the degree of curvature of the track section to be analyzed is obtained.

[0013] According to the degree of curvature, it is determined whether the track section to be analyzed is a curved track section.

[0014] In an exemplary embodiment, the acquisition process of the pair of symmetrical parts comprises:

[0015] Each part in the same side track in the track section to be analyzed is taken as a node to construct a part connection graph of the corresponding side track, and an edge in the part connection graph represents an assembly connection relationship between parts.

[0016] The minimum number of edges between each node and the reference node of the side to which the node belongs is determined as the path coefficient of the node, with the rail as the reference node.

[0017] Two nodes in the two side tracks of the track section to be analyzed with the same path coefficient and the same basic load attenuation rate are determined to constitute the pair of symmetrical parts.

[0018] In an exemplary embodiment, the correlation is the path coefficient.

[0019] The acquisition process of the degree of curvature comprises:

[0020] According to the path coefficient between the target part and the rail in the side to which the target part belongs and the distance difference corresponding to the target part, the curvature characteristic index of the target part is obtained; the target part and the reference part constitute any one pair of symmetrical parts, the distance difference is the difference between the first distance and the second distance, the first distance is the distance between the target part and the rail in the side to which the target part belongs, and the second distance is the distance between the reference part and the rail in the side to which the reference part belongs; the curvature characteristic index is positively correlated with the path coefficient and the distance difference;

[0021] The curvature characteristic indexes corresponding to all pairs of symmetrical parts in the track section to be analyzed are fused to obtain the degree of curvature.

[0022] In an exemplary embodiment, the obtaining of the base load decay rate comprises:

[0023] determining a load difference between the load size of each node and the load size of the reference node in the track to which the node belongs;

[0024] obtaining the base load decay rate of each node according to the load difference and the load size of the reference node in the track to which the node belongs.

[0025] In an exemplary embodiment, the obtaining of the turning feature representation comprises:

[0026] determining a position importance of the curved track segment based on the position of the curved track segment in the set of curved track segments in which the curved track segment is located; wherein if the position of the curved track segment is in the first half of the set of curved track segments in which the curved track segment is located, the position importance is inversely related to the distance between the curved track segment and the middle position of the set of curved track segments in which the curved track segment is located; and if the position of the curved track segment is in the second half of the set of curved track segments in which the curved track segment is located, the position importance is a preset value.

[0027] obtaining the turning feature representation of the curved track segment according to the position importance of the curved track segment and the maximum bending degree; the turning feature representation is positively related to both the position importance and the maximum bending degree; and the maximum bending degree is the maximum value among the bending degrees of the curved track segments in the set of curved track segments in which the curved track segment is located.

[0028] In an exemplary embodiment, the obtaining of the difference correlation coefficient comprises: calculating the product of the turning feature representation of the curved track segment and the bending degree of the curved track segment as the difference correlation coefficient of the curved track segment.

[0029] In an exemplary embodiment, the determining of the adjustment of the part parameter of the other track according to the difference correlation coefficient when the part parameter of the one track in the curved track segment changes comprises:

[0030] determining a part parameter increase range of a target part; the target part is any one of the parts in the inner track or the outer track in the curved track segment;

[0031] comparing the difference correlation coefficient corresponding to the target part with a preset difference correlation coefficient threshold;

[0032] If the target part is any one part of the inner track in the curved track section, and if the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, the part parameter increase amplitude of the target part is multiplied by a preset coefficient greater than 1 to obtain the part parameter increase amplitude of the part corresponding to the target part in the outer track of the curved track section; if the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, the part parameter increase amplitude of the target part is taken as the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section.

[0033] If the target part is any one part of the outer track in the curved track section, and if the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, the part parameter of the part corresponding to the target part in the inner track of the curved track section is not adjusted; if the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, the part parameter increase amplitude of the target part is taken as the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section.

[0034] In a second aspect of the present application, a part parameterization modeling system for a subway track is provided, comprising a memory and a processor; the memory is connected with the processor; the memory is used for storing program instructions; the processor is used for implementing the part parameterization modeling method for the subway track when the program instructions are executed.

[0035] In a third aspect of the present application, a computer readable storage medium is provided for storing a computer program; wherein the computer program is executed by a processor to implement the steps of the part parameterization modeling method for the subway track.

[0036] The present application has the following beneficial effects: since the subway travels at different positions in the curved track, the force difference between the inner and outer tracks is different based on the action of centripetal force, and the difference correlation coefficient of the curved track section is obtained in combination with the bending degree of the curved track section, the difference correlation coefficient represents the difference degree between the inner and outer tracks in the curved track section, and finally the adjustment of the part parameters of the track on one side in the curved track section is determined when the part parameters of the track on the other side are changed. The part parameterization modeling method for the subway track provided by the present application is for the curved track, and the part parameters of the inner and outer tracks are adjusted based on the difference between the inner and outer tracks of the curved track, so as to improve the reliability and accuracy of the adjustment of the part parameters of the subway track. BRIEF DESCRIPTION OF DRAWINGS

[0037] Figure 1is a flow chart of a metro track-oriented part parameterized modeling method provided by one embodiment of the present application;

[0038] Figure 2 is a flow chart of a curved track segment acquisition provided by one embodiment of the present application;

[0039] Figure 3 is a flow chart of a symmetric part pair acquisition provided by one embodiment of the present application;

[0040] Figure 4 is a flow chart of a bending degree acquisition provided by one embodiment of the present application;

[0041] Figure 5 is a flow chart of a turning feature representation acquisition provided by one embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to further clarify the technical means and effects taken by the present application to achieve the predetermined purposes, the specific embodiments, structures, features and effects of the present application are described in detail below in combination with the drawings and preferred embodiments. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. In addition, the specific features, structures or characteristics in one or more embodiments can be combined in any suitable form.

[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The data information collected by the present application is obtained with full authorization.

[0044] The embodiment provides a part parameterization modeling method for a subway track, mainly analyzes the correlation of subway track related parameters, parameter correlation means that after one parameter changes, another parameter changes with the parameter, and establishing a reasonable parameter correlation is the basis for ensuring the stability of the model. The purpose of the embodiment is to optimize the part dependency relationship according to the load transmission path between parts, in order to build a reasonable part dependency relationship, first, subway track related parts and related engineering parameters need to be obtained to analyze the correlation between parts. The parts of the subway track include but are not limited to: sleepers, rails (i.e. steel rails), joints, fasteners, switches and the like. The engineering design related data includes but is not limited to track length, track gauge and the like. The load transmission relationship between each part of the subway track during operation also needs to be obtained. It should be understood that the load transmission relationship between each part on the track is common sense, for example: the subway wheel directly contacts the rail, and the load transmission relationship is, for example: wheel→rail→track gauge baffle→iron pad (bearing thrust)→anchoring bolt (bearing shear force)→sleeper. When the subway track has a vehicle body passing through, the pressure brought by the vehicle body will be transmitted from the rail to other parts in the subway track. In this process, the load pressure will be continuously dispersed and attenuated.

[0045] It should be noted that the part parameterization modeling method for the subway track provided by the embodiment is applicable to a single track, and does not exist through the switch control and other track switching use cases.

[0046] As shown in Figure 1 The part parameterization modeling method for the subway track provided by the embodiment includes the following steps:

[0047] Step S1: determining the position of the curved track segment in the curved track segment set, and combining the maximum bending degree of the curved track segment set to obtain the turning feature representation of the curved track segment.

[0048] In order to obtain the turning feature representation of the curved track segment, the curved track segment needs to be determined. The curved track segment is a track segment with a certain bending degree. In an exemplary embodiment, as shown in Figure 2 A specific acquisition process of the curved track segment is given:

[0049] Step S1-1: determining each pair of symmetric parts of the track segment to be analyzed.

[0050] The parts of the subway track usually show repetition and symmetry, which are repeated by laying track pieces and rails. Therefore, the subway track to be modeled is segmented, and the relationship between the structure and the parts of each segment is discussed to analyze the local parts more efficiently. The subway track to be modeled is divided into multiple track segments, which are defined as the track segments to be analyzed. The lengths of the track segments to be analyzed are equal, and the lengths of the track segments to be analyzed are set according to actual needs, such as the length of a rail. Each rail can also be understood as a track segment to be analyzed. As other embodiments, a plurality of rails can also be understood as a track segment to be analyzed.

[0051] It should be understood that the track segment to be analyzed includes two tracks, namely the inner track and the outer track. The inner track includes a plurality of parts, and the outer track also includes a plurality of parts. Each part in the inner track has a one-to-one correspondence with each part in the outer track. Then, a part in the other track corresponding to a part in one of the two tracks is obtained, and the two parts constitute a symmetric part pair. That is, the symmetric part pair includes a part in one of the two tracks in the track segment to be analyzed and a part in the other track corresponding to the part. The two nodes have a symmetric relationship. A plurality of symmetric part pairs in the track segment to be analyzed are obtained in this way.

[0052] In an exemplary embodiment, as shown in Figure 3 A specific process for obtaining a symmetric part pair is as follows:

[0053] Step S1-1-1: Taking each part in the same track in the track segment to be analyzed as a node, a part connection graph of the corresponding track is constructed, and the edges in the part connection graph represent the assembly connection relationship between the parts.

[0054] Parameter association refers to the mutual influence of parameter changes between parts. Since the connection and load transmission relationship between parts can reflect the strength requirement relationship between parts, for example, if a part is thickened, the related parts that fix the part also need to be thickened to increase the strength to ensure the stability of the track structure. Therefore, a graph structure is constructed according to the assembly connection relationship between the parts to represent the possible parameter association relationship between the parts.

[0055] Taking each part in the same track in the track segment to be analyzed as a node, a part connection graph of the corresponding track is constructed, and the edges in the part connection graph represent the assembly connection relationship between the parts. It should be understood that edges are drawn between nodes that have direct assembly connection relationship, and no edges are drawn between nodes that have no direct assembly connection relationship. The part connection graph of one side of the track segment to be analyzed is obtained, and the weights of all edges are initialized to 0.

[0056] Then, the part connection diagram of the inner rail of the track section to be analyzed and the part connection diagram of the outer rail of the track section to be analyzed are obtained respectively. The connection relationship of the edges of the nodes corresponding to the parts in the diagram reflects the possible parameter correlation between the parts.

[0057] Step S1-1-2: Taking the rail as the reference node, the minimum number of edges between each node and the reference node of the side to which the node belongs is determined as the path coefficient of the node.

[0058] In the subway track system, the rail directly contacts the subway car body and bears the load of the subway car body. Therefore, the node of the rail is taken as the reference node of the load, and the load is diffused and attenuated from the reference node to other parts. It should be understood that the rail of the inner rail is determined as the reference node of the part connection diagram of the inner rail, and the rail of the outer rail is determined as the reference node of the part connection diagram of the outer rail.

[0059] For the part connection diagram of any side, according to the connection relationship between the parts in the part connection diagram, the shortest transmission path of each node to the reference node (i.e. the minimum number of edges between each node and the reference node) is obtained, and the minimum number of edges of each node is taken as the path coefficient of each node. Thus, in the part connection diagram of the inner rail, the minimum number of edges between each node and the reference node of the inner rail is obtained as the path coefficient of each node; in the part connection diagram of the outer rail, the minimum number of edges between each node and the reference node of the outer rail is obtained as the path coefficient of each node.

[0060] Step S1-1-3: Determine two nodes in the two rails of the track section to be analyzed that have the same path coefficient and the same basic load attenuation rate, and form a symmetric part pair.

[0061] First, the basic load attenuation rate of each node is obtained according to the load transmission between the parts. Since the parts of the subway track exhibit repeatability and symmetry, the basic load attenuation rate of each node can be obtained based on the general load transmission, but the load transmission between the parts based on the prior data is a relatively general result and cannot accurately represent the load transmission characteristics of each specific node. Therefore, in this embodiment, the load difference between the load size of each node and the load size of the reference node in the rail to which the node belongs is determined, and then the basic load attenuation rate of each node is obtained according to the load difference and the load size of the reference node in the rail to which the node belongs. Taking the i-th node as an example, the basic load attenuation rate of the i-th node is The calculation method is as follows:

[0062] ;

[0063] Wherein, represents the load size of the reference node in the rail to which the i-th node belongs, a load size of an i-th node, a load difference of the i-th node load size and a load size of a reference node in a track to which the i-th node belongs.

[0064] By using the above calculation method, the basic load attenuation rate of each node is obtained. The basic load attenuation rate represents the theoretical load attenuation rate of each node, but for specific tracks, due to different states, more accurate track stress states need to be analyzed. It should be noted that, in order to ensure that the calculation result is meaningful, when performing fractional operation, if the denominator is 0, a tuning factor greater than 0 is added to the denominator to prevent the denominator from being 0. The value of the tuning factor is set by the implementer according to the actual situation, and the present application does not make special limitations.

[0065] It should be understood that for a straight subway track, the load distribution of the inner and outer tracks of the subway track is relatively uniform, and the load attenuation rate of each part is basically consistent with the basic load attenuation rate. However, for a curved track, due to the large centrifugal force generated by the subway car body when turning, the car body deviates to the outer track, so that the pressure borne by the inner track decreases, and the pressure borne by the outer track increases, resulting in a large difference in the load of the nodes of the two tracks.

[0066] Through the above process, the path coefficient and the basic load attenuation rate of each node of the inner track, and the path coefficient and the basic load attenuation rate of each node of the outer track are obtained.

[0067] Optionally, one side track, taking the inner track as an example. For any node of the inner track, determine the node of the outer track, which has the same path coefficient and basic load attenuation rate as the node, as the corresponding node of the node of the inner track, and form a symmetric part pair with the two nodes. Thus, the nodes of the inner track are traversed to obtain a plurality of symmetric part pairs.

[0068] Step S1-2: According to the association relationship between one part and the rail in the side to which the part belongs, and the difference in distance between the parts of the symmetric part pair and the rail in the side to which the part belongs, the bending degree of the track section to be analyzed is obtained.

[0069] The association relationship between any one part and the rail in the side to which the part belongs is determined. In an exemplary embodiment, the association relationship is the path coefficient, that is, for any one part of the inner track, the path coefficient of the rail of the inner track is determined; for any one part of the outer track, the path coefficient of the rail of the outer track is determined.

[0070] Since for a curved track, the distance between the symmetric parts and the rail in the side to which the parts belong will have a certain difference, and the greater the difference, the more asymmetric the positions of the two parts in the symmetric part pair, the greater the degree of bending of the track segment to be analyzed. Therefore, according to the path coefficient between one of the parts and the rail in the side to which the part belongs, and the difference in the distance between the parts in the symmetric part pair and the rail in the side to which the parts belong, the degree of bending of the track segment to be analyzed is obtained. In an exemplary embodiment, as shown in FIG. 8, a specific process for obtaining the degree of bending is as follows: Figure 4

[0071] Step S1-2-1: Obtain the bending feature index of the target part according to the path coefficient between the target part and the rail in the side to which the part belongs, and the distance difference corresponding to the target part.

[0072] Taking any symmetric part pair as an example, taking the ith node as an example, taking the symmetric part pair of the ith node as an example, the two parts in the symmetric part pair of the ith node are defined as a target part and a reference part, and the target part is the ith node, and the reference part is the corresponding node in the track on the side different from the ith node. It should be understood that the target part is any part of the inner track or the outer track in the curved track segment.

[0073] From the above analysis, it can be seen that the path coefficient between the ith node and the rail in the side to which the node belongs is equal to the path coefficient between the reference node corresponding to the ith node and the rail in the side to which the node belongs.

[0074] Obtain the distance between the ith node and the rail in the side to which the node belongs. In an exemplary embodiment, the distance between the center of gravity of the part corresponding to the ith node and the center of gravity of the rail in the side to which the node belongs is obtained, and is defined as a first distance. For example: if the ith node is a node of the inner track, the first distance is the distance between the center of gravity of the part corresponding to the ith node and the center of gravity of the rail of the inner track.

[0075] Obtain the distance between the reference part of the ith node and the rail in the side to which the node belongs. In an exemplary embodiment, the distance between the center of gravity of the reference part and the center of gravity of the rail in the side to which the node belongs is obtained, and is defined as a second distance. For example: the reference part of the ith node is a node of the outer track, and the second distance is the distance between the center of gravity of the reference part and the center of gravity of the rail of the outer track.

[0076] Calculate the difference between the first distance and the second distance, that is, the absolute value of the difference between the first distance and the second distance, as the distance difference corresponding to the ith node.

[0077] ​According to the path coefficient between the i-th node and the rail in the side to which the i-th node belongs and the distance difference corresponding to the i-th node, a bending characteristic index of the i-th node is obtained. The bending characteristic index is positively correlated with the path coefficient and the distance difference. A specific quantification method is given as follows:

[0078] ;

[0079] wherein, denotes the bending characteristic index of the i-th node of the k-th track segment to be analyzed, denotes the path coefficient of the i-th node of the k-th track segment to be analyzed, denotes the first distance corresponding to the i-th node of the k-th track segment to be analyzed, denotes the second distance corresponding to the i-th node of the k-th track segment to be analyzed.

[0080] Step S1-2-2: Fusing the bending characteristic indexes corresponding to all pairs of symmetrical parts in the track segment to be analyzed to obtain a bending degree.

[0081] Fusing the bending characteristic indexes corresponding to all pairs of symmetrical parts in the track segment to be analyzed specifically means calculating the average value of the bending characteristic indexes corresponding to all pairs of symmetrical parts in the track segment to be analyzed, and then normalizing. The result after normalization is the bending degree of the track segment to be analyzed. It should be understood that the normalization method here can be as follows: wherein, x is the object of normalization, and y is the result after normalization.

[0082] Step S1-3: According to the bending degree, determining whether the track segment to be analyzed is a curved track segment.

[0083] Through step S1-2, the bending degree of each track segment to be analyzed is obtained. The greater the bending degree, the more likely the track segment to be analyzed is a curved track segment. In an exemplary embodiment, a bending threshold is preset, the numerical range of the preset bending threshold is 0-1, and the specific numerical value of the preset bending threshold is determined by the judgment needs and the normalization method described above. In this embodiment, 0.2 is taken as an example.

[0084] The bending degree of each to-be-analyzed track section is compared with the preset bending threshold, and each to-be-analyzed track section corresponding to a bending degree greater than the preset bending threshold is determined as a curved track section. The above-mentioned curved track section determination method can improve the determination accuracy and reliability of the curved track section. It should be understood that, as other embodiments, the curved track section can also use other existing determination methods, such as: obtaining an overhead view of the to-be-analyzed track section, determining the bending degree of the to-be-analyzed track section by image processing, or the curved track section determination method does not belong to the part protected by the present application, but is determined in advance, and this step directly processes the subsequent data of each curved track section determined in advance.

[0085] The plurality of curved track sections are connected to form a curved track section set, and the curved track section set is essentially a curved track section with a longer length.

[0086] Subsequently, any one curved track section is taken as an analysis object for analysis. When the subway car body is in different turning stages and states in the curved track section set, the load condition of the track is also different. The greater the turning amplitude, the greater the pressure on the outside of the track in the first half of the turning, and the greater the difference between the parts on both sides of the track. Therefore, the turning stage and state of each curved track section are analyzed to further adjust the correlation between the parts more accurately. When the car body enters the curved track section set from the entry to the exit: the pressure on the outside of the track will increase rapidly when entering the curve, and reach the maximum in the middle of the curved track section set, and then gradually decrease when exiting the curve. Therefore, the turning state of the curved track section and the stage of the curved track section in the curved track section set are analyzed to obtain the turning characteristic of the curved track section.

[0087] The position of the curved track section in the curved track section set is determined in the order of entry to exit, i.e., in the direction of travel of the subway car body. Specifically, the curved track sections in the curved track section set are sorted, the serial number of the first curved track section in the curved track section set is set as 1, and so on, so as to obtain the serial numbers of the curved track sections in the curved track section set, and further obtain the serial number of the curved track section in the curved track section set. If the serial number is in the first half, it indicates that the curved track section is in the entry section, and if the serial number is in the second half, it indicates that the curved track section is in the exit section.

[0088] The maximum bending degree of the curved track section set is obtained. Specifically, the bending degrees of the curved track sections in the curved track section set are obtained, and the maximum value, i.e., the maximum bending degree, is determined from the bending degrees as the maximum bending degree of the curved track section set.

[0089] According to the position of the curved track segment in the curved track segment set where the curved track segment is located and the maximum bending degree of the curved track segment set, the turning feature representation of the curved track segment is obtained. In an exemplary embodiment, as shown in FIG. 3, a specific obtaining process of the turning feature representation is as follows: Figure 5

[0090] Step S1-4: Based on the position of the curved track segment in the curved track segment set where the curved track segment is located, the position importance of the curved track segment is determined.

[0091] If the position of the curved track segment is in the first half of the curved track segment set where the curved track segment is located, the distance between the position of the curved track segment and the middle position of the curved track segment set where the curved track segment is located is determined, and the position importance of the curved track segment is inversely proportional to the distance between the position of the curved track segment and the middle position of the curved track segment set where the curved track segment is located, that is, the closer the distance between the position of the curved track segment and the middle position of the curved track segment set where the curved track segment is located, the closer to the middle of the turn, and the higher the position importance of the curved track segment. In an exemplary embodiment, taking the jth curved track segment as an example, the serial number of the jth curved track segment in the curved track segment set where the curved track segment is located is set as , and the number of curved track segments in the curved track segment set where the jth curved track segment is located is set as .

[0092] The distance between the position of the jth curved track segment in the curved track segment set where the curved track segment is located and the middle position is determined by the following quantification method: . This calculation method is suitable for the case that the position of the jth curved track segment in the curved track segment set where the curved track segment is located is in the first half, and the difference is greater than or equal to 0, and the smaller the difference, the closer the distance between the position of the jth curved track segment in the curved track segment set where the curved track segment is located and the middle position. The position importance of the jth curved track segment is inversely proportional to the difference, and one quantification method is as follows:

[0093] ;

[0094] wherein, is the position importance of the jth curved track segment.

[0095] If the position of the jth curved track segment in the curved track segment set where the curved track segment is located is in the second half, the position importance of the jth curved track segment is a set value, which is greater than the position importance in the first half, and in an exemplary embodiment, the set value is set to 1.

[0096] Therefore, according to the above two cases, the quantification method of the position importance of the jth curved track segment is as follows:

[0097] ;

[0098] wherein,​ denotes the ReLU function, whose logical meaning is: if is greater than or equal to 0, then , if is less than 0, then .

[0099] Step S1-5: Obtain the turning feature representation of the curved track segment according to the position importance of the curved track segment and the maximum bending degree of the curved track segment set in which the curved track segment is located.

[0100] The higher the position importance of the curved track segment, the stronger the turning feature representation of the curved track segment, and the greater the maximum bending degree of the curved track segment set in which the curved track segment is located, the stronger the turning feature representation of the curved track segment. Therefore, the turning feature representation is positively correlated with both the position importance and the maximum bending degree. In an exemplary embodiment, a quantitative way of the turning feature representation is given as follows:

[0101] ;

[0102] wherein, is the turning feature representation of the jth curved track segment, is the maximum bending degree of the curved track segment set in which the jth curved track segment is located.

[0103] Step S2: Obtain the difference correlation coefficient of the curved track segment according to the turning feature representation of the curved track segment and the bending degree of the curved track segment.

[0104] The correlation between parts is often related to the load transmission between parts. When a part receives a larger load, the strength requirement of each part connected to it is higher, so this step adjusts the dependence between parts according to the difference in pressure in the curved track segment to obtain the dependence strength between parts, and then optimizes the part correlation structure to improve the model stability.

[0105] According to the turning feature representation of the jth curved track segment and the bending degree of the jth curved track segment, the difference correlation coefficient of the jth curved track segment is obtained. The difference correlation coefficient represents the difference degree between the inner and outer tracks in the jth curved track segment. The greater the bending degree, the greater the difference degree between the inner and outer tracks, the stronger the turning feature representation, and the greater the difference degree between the inner and outer tracks. Therefore, the difference correlation coefficient is positively correlated with both the turning feature representation and the bending degree. In an exemplary embodiment, the product of the turning feature representation of the jth curved track segment and the bending degree of the jth curved track segment is calculated to obtain the difference correlation coefficient of the jth curved track segment.

[0106] Step S3: According to the difference correlation coefficient, the adjustment of the part parameter of the other side track when the part parameter of one side track in the curved track section changes is determined.

[0107] For the curved track section, the parts of the two side tracks often need to be treated differently, the difference correlation coefficient is large, and when the parameters are adjusted, the parameters of the parts of the two side tracks cannot be completely adjusted consistently while keeping the correlation. The part correlation is optimized based on the difference correlation coefficient.

[0108] In an exemplary embodiment, generally, in order to ensure the safe and stable operation of the track, the parameters of the parts are basically changed in the direction of increasing, i.e., the part parameters are all increasing. Then, the part parameter increase range of the target part is determined.

[0109] The part parameter increase range is the increase percentage of the adjusted part parameter relative to the original part parameter. In an exemplary embodiment, if the original size parameter of the target part is h and the adjusted part size parameter is h+a, the part parameter increase range of the target part is a / h.

[0110] The difference correlation coefficient of the curved track section where the target part is located is taken as the difference correlation coefficient corresponding to the target part. A difference correlation coefficient threshold is preset, which is used to determine whether the difference correlation coefficient is large. The numerical range of the preset difference correlation coefficient threshold is 0-1, and the specific value is set according to the actual judgment needs. If the judgment is more strict, the preset difference correlation coefficient threshold can be set smaller.

[0111] The difference correlation coefficient corresponding to the target part is compared with the preset difference correlation coefficient threshold. Since the adjustment mode and adjustment range of the part parameters are not completely consistent when the part parameters of the other side track change, for example, compared with the inner side track, the outer side track bears more pressure, so the part parameter increase range of the outer side track usually needs to be larger. Therefore, it is necessary to separately explain whether the target part belongs to any part of the inner side track in the curved track section or any part of the outer side track in the curved track section.

[0112] (1) In the case where the target part is any part of the inner side track in the curved track section:

[0113] If the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, the part parameter increase amplitude of the target part is multiplied by a preset coefficient greater than 1, and the result is the part parameter increase amplitude of the part corresponding to the target part in the outer track of the curved track section. The part corresponding to the target part in the outer track of the curved track section is the other part of the symmetric part pair to which the target part belongs.

[0114] Since the preset coefficient is greater than 1, the part parameter increase amplitude of the part corresponding to the target part in the outer track of the curved track section is greater. The specific value of the preset coefficient is set according to actual needs, for example, 1.5. Then, the obtained part parameter increase amplitude is multiplied by the original part parameter, and then the original part parameter is added, to obtain the adjusted part parameter. In this way, the part parameter increase amplitude of the part in the outer track of the curved track section is greater, and the part parameter is greater, which can bear greater pressure and ensure the safe operation of the outer track.

[0115] If the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, it indicates that the difference between the inner and outer tracks is not large, and the part parameter increase amplitude of the target part is taken as the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section, that is, the part parameter increase amplitude of the target part is equal to the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section.

[0116] (2) In the case that the target part is any one part in the outer track of the curved track section:

[0117] In this case, there are two adjustment methods as follows, which are determined according to actual conditions, and the first adjustment method is taken as an example in this embodiment.

[0118] The first adjustment method: If the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, it indicates that the difference between the pressure borne by the outer track and the pressure borne by the inner track is relatively large, and the pressure borne by the inner track is small, so the part parameter of the part corresponding to the target part in the inner track of the curved track section is not adjusted, and the parameter of the part is the original part parameter. If the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, it indicates that the difference between the inner and outer tracks is not large, and the part parameter increase amplitude of the target part is taken as the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section, that is, the part parameter increase amplitude of the target part is equal to the part parameter increase amplitude of the part corresponding to the target part in the inner track of the curved track section.

[0119] The second adjustment mode: without considering the size relationship between the difference correlation corresponding to the target part and the preset difference correlation threshold, directly taking the part parameter increasing amplitude of the target part as the part parameter increasing amplitude of the part corresponding to the target part in the inner track of the curved track segment.

[0120] In other embodiments, for the extremely special case of part parameter reduction, the part parameterization modeling method for metro tracks provided by the present application can not contain the specific adjustment mode under the possibility of part parameter reduction. In an exemplary embodiment, the adjustment mode is illustrated as follows when the parameter of the target part is reduced. Of course, the part parameterization modeling method for metro tracks provided by the present application is not limited by the following embodiments.

[0121] If the part parameter is reduced, the part parameter reduction amplitude of the target part is determined, wherein the calculation method of the part parameter reduction amplitude is the same as the calculation method of the part parameter increasing amplitude, that is, if the original size parameter of the target part is h and the adjusted part size parameter is h-a, then the part parameter reduction amplitude of the target part is a / h.

[0122] (1) In the case that the target part is any one part of the inner track of the curved track segment:

[0123] The difference correlation corresponding to the target part is compared with the preset difference correlation threshold.

[0124] If the difference correlation corresponding to the target part is greater than or equal to the preset difference correlation threshold, the part parameter of the part corresponding to the target part in the outer track of the curved track segment is not adjusted, ensuring that the part parameter of the part corresponding to the target part in the outer track remains unchanged, thereby ensuring the running safety of the outer track; if the difference correlation corresponding to the target part is less than the preset difference correlation threshold, the part parameter reduction amplitude of the target part is taken as the part parameter reduction amplitude of the part corresponding to the target part in the outer track of the curved track segment.

[0125] (2) In the case that the target part is any one part of the outer track of the curved track segment:

[0126] In this case, without considering the size relationship between the difference correlation corresponding to the target part and the preset difference correlation threshold, directly taking the part parameter reduction amplitude of the target part as the part parameter reduction amplitude of the part corresponding to the target part in the inner track of the curved track segment.

[0127] By using the above process, the part parameterization modeling for metro tracks is realized.

[0128] The embodiment also provides a part parameterized modeling system for a subway track, comprising a memory and a processor; the memory is connected with the processor and is used for storing program instructions; the processor is used for implementing the steps in the part parameterized modeling method for the subway track when the program instructions are executed.

[0129] The embodiment also provides a computer readable storage medium for storing a computer program; when the computer program is executed by a processor, the steps of the part parameterized modeling method for the subway track are implemented.

[0130] It should be noted that the above-mentioned sequence of the embodiments of the present application is only for description, and does not represent the advantages and disadvantages of the embodiments. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multi-task processing and parallel processing are also possible or can be advantageous.

[0131] Each of the embodiments in the specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other. Each embodiment mainly describes the difference from other embodiments.

Claims

1. A parametric modeling method for subway track components, characterized in that, include: The position of the curved track segment within its set of curved track segments is determined, and the turning characteristics of the curved track segment are obtained by combining the maximum curvature of the set of curved track segments. The set of curved track segments consists of multiple adjacent curved track segments; Based on the turning characteristics and curvature of the curved track segment, a difference correlation coefficient is obtained for the curved track segment. The difference correlation coefficient characterizes the degree of difference between the inner and outer tracks in the curved track segment. Based on the difference correlation coefficient, determine the adjustment of the component parameters of the other side of the track when the component parameters of one side of the track change in the curved track section.

2. The parametric modeling method for subway track components as described in claim 1, characterized in that, The process of obtaining the curved track segment includes: Identify each pair of symmetrical parts in the track segment to be analyzed. The pair of symmetrical parts includes one part in one side of the track segment to be analyzed and one part in the corresponding other side of the track. The degree of curvature of the track segment to be analyzed is obtained based on the relationship between one of the parts and the rail on its corresponding side, and the difference in distance between each part of the symmetrical part pair and the rail on its corresponding side. Based on the degree of curvature, determine whether the track segment to be analyzed is a curved track segment.

3. The parametric modeling method for subway track components as described in claim 2, characterized in that, The process of obtaining the symmetrical part pair includes: Using each component in the same side track of the track segment to be analyzed as a node, a component connection diagram of the corresponding side track is constructed. The edges in the component connection diagram indicate that there is an assembly connection relationship between the components. Using the railway track as a reference node, determine the minimum number of edges between each node and the reference node on its corresponding side, which serves as the path coefficient for each node. Two nodes with the same path coefficient and the same basic load attenuation rate on both sides of the track segment to be analyzed are identified to form the symmetrical part pair.

4. The parametric modeling method for subway track components as described in claim 3, characterized in that, The association relationship is the path coefficient; The process of obtaining the degree of bending includes: Based on the path coefficient between the target part and the rail on its side, and the distance difference corresponding to the target part, the bending characteristic index of the target part is obtained. The target part and the reference part constitute any symmetrical part pair. The distance difference is the difference between a first distance and a second distance. The first distance is the distance between the target part and the rail on its side, and the second distance is the distance between the reference part and the rail on its side. The bending characteristic index is positively correlated with both the path coefficient and the distance difference. The degree of bending is obtained by integrating the bending characteristic indices of all symmetrical parts in the track segment to be analyzed.

5. The parametric modeling method for subway track components as described in claim 3, characterized in that, The process of obtaining the basic load attenuation rate includes: Determine the load difference between the load magnitude of each node and the load magnitude of the reference node in its respective orbit; Based on the load differences and the load magnitude of the reference node in the corresponding orbit, the basic load attenuation rate of each node is obtained.

6. The parametric modeling method for subway track components as described in claim 1, characterized in that, The process of acquiring the turning feature representation includes: The positional importance of a curved track segment is determined based on its position within the set of curved track segments. If the curved track segment is located in the first half of the set, its positional importance is inversely correlated with the distance between the curved track segment and the middle position of the set. If the curved track segment is located in the second half of the set, its positional importance is a set value. The turning characteristics of the curved track segment are obtained based on the positional importance of the curved track segment and the maximum degree of curvature; the turning characteristics are positively correlated with both the positional importance and the maximum degree of curvature; the maximum degree of curvature is the maximum value among the curvature degrees of all curved track segments in the set of curved track segments to which the curved track segment is located.

7. The parametric modeling method for subway track components as described in claim 1, characterized in that, The process of obtaining the difference correlation coefficient includes: calculating the product of the turning characteristics of the curved track segment and the curvature of the curved track segment as the difference correlation coefficient of the curved track segment.

8. The parametric modeling method for subway track components as described in claim 1, characterized in that, The determination of the adjustment of component parameters on the other side of the track when component parameters on one side of the track change based on the difference correlation coefficient includes: Determine the increase in the part parameters of the target part; the target part is any part of the inner or outer track in the curved track segment; Compare the difference correlation coefficient corresponding to the target part with the preset difference correlation coefficient threshold; If the target part is any part of the inner track in the curved track segment, and if the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, then the increase in the part parameter of the target part is multiplied by a preset coefficient greater than 1 to obtain the increase in the part parameter of the part corresponding to the target part in the outer track of the curved track segment; if the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, then the increase in the part parameter of the target part is taken as the increase in the part parameter of the part corresponding to the target part in the outer track of the curved track segment. If the target part is any part on the outer track of the curved track segment, and if the difference correlation coefficient corresponding to the target part is greater than or equal to the preset difference correlation coefficient threshold, then the part parameters of the part corresponding to the target part on the inner track of the curved track segment will not be adjusted; if the difference correlation coefficient corresponding to the target part is less than the preset difference correlation coefficient threshold, then the increase in the part parameters of the target part will be taken as the increase in the part parameters of the part corresponding to the target part on the inner track of the curved track segment.

9. A parametric modeling system for subway track components, characterized in that, include: Memory and processor; The memory is connected to the processor; The memory is used to store program instructions; The processor is configured to implement the parametric modeling method for subway track components as described in any one of claims 1-8 when program instructions are executed.

10. A computer-readable storage medium, characterized in that, Used to store computer programs; wherein, when the computer programs are executed by a processor, they implement the steps of the parametric modeling method for parts oriented towards subway tracks as described in any one of claims 1-8.

Images