Track interlayer bearing state analysis method and device, terminal equipment and storage medium

Abstract

The invention relates to the technical field of effect analysis, in particular to a track plate bearing layer effect analysis method and device, terminal equipment and a storage medium, and the method comprises the steps: simulating an interlayer interface damage state between a track plate and a base through reducing the supporting rigidity and / or damping parameters of a track-bridge subsystem; the defects of the supporting layer are simulated; analyzing and solving a flexibility matrix of the track-bridge subsystem at a wheel-rail contact point in a frequency domain, and constructing a frequency domain kinetic equation of the whole system in combination with the frequency domain flexibility matrix of the vehicle subsystem; constructing a pseudo excitation vector according to the actually measured or standard track irregularity power spectrum density, and substituting the pseudo excitation vector into the frequency domain kinetic equation to solve and obtain a pseudo wheel-rail force response; and deducing the power spectral density of the actual wheel-rail force according to the pseudo wheel-rail force response, and calculating the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem, thereby completing the quantitative evaluation of the defect effect of the track slab supporting layer. And the evaluation efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of effect analysis technology, and in particular to a method, apparatus, terminal equipment and storage medium for analyzing the support state between track layers. Background Technology

[0002] Ballastless track has become the primary choice for newly built high-speed railways due to its excellent long-term stability, high availability, high reliability, and low maintenance costs. Structurally, ballastless track is characterized by its laminated construction, where a buffer layer—typically a CA mortar layer—acts as an elastic interlayer bonding interface between the concrete track slab and the support base. Over time, under the repeated action of train loads and the influence of environmental factors, the bond strength of this interface gradually deteriorates, leading to the evolution and accumulation of damage to the interlayer bonding performance of the ballastless track system. Currently, the mainstream technical approach for analyzing the impact of defects in the support layer of high-speed railway track slabs (such as stiffness softening and interlayer delamination) on the dynamic response of vehicles and track systems is to use time-domain simulation models based on the finite element method. This method typically establishes the track structure (rails, track slab, mortar layer, bridge / subgrade) and vehicle system as a refined three-dimensional solid or beam element model with a large number of degrees of freedom. By step-by-step integration and solving the dynamic equations of the vehicle passing over the track in the time domain, the dynamic process of the train passing through defective areas is simulated. For example, some studies use nonlinear spring elements to simulate the contact state changes of CA mortar layers, or cohesion models to simulate the damage evolution of interfaces. The aim of this approach is to reproduce the real physical processes as accurately as possible. However, its computational cost is extremely high: the model has a large number of degrees of freedom, and to ensure numerical convergence and accuracy, time-domain integration requires very small time steps, resulting in very long computation times for a single simulation, typically several hours or even days. Furthermore, it cannot meet the needs of rapid evaluation; in scenarios requiring rapid assessment of track conditions or early warning, the computational efficiency of existing methods is insufficient. Summary of the Invention

[0003] In view of this, embodiments of this application provide a method, apparatus, terminal equipment, and storage medium for analyzing the support state between track layers, which can effectively solve the problem of low computational efficiency.

[0004] In a first aspect, embodiments of this application provide a method for analyzing the support state between track layers, including: A frequency domain vehicle-track-bridge coupled system model is established, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model. The defects of the support layer are simulated by reducing the support stiffness and / or damping parameters of the track-bridge subsystem to simulate the interlayer interface damage state between the track slab and the base. The compliance matrix of the track-bridge subsystem at the wheel-rail contact point is analytically solved in the frequency domain using the Green's function, and the frequency domain dynamic equation of the overall system is constructed by combining the frequency domain compliance matrix of the vehicle subsystem. A pseudo-excitation vector is constructed based on the measured or standard track irregularity power spectral density, and the pseudo-excitation vector is substituted into the frequency domain dynamic equation to obtain the pseudo wheel-rail force response. Based on the pseudo-excitation method, the power spectral density of the actual wheel-rail force is derived from the pseudo wheel-rail force response, and the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem is calculated to complete the quantitative evaluation of the defect effect of the track slab support layer.

[0005] In some embodiments, the track-bridge subsystem is modeled as a three-layer beam structure; The first layer includes steel rails, which are modeled as infinitely long Timoshenko beams; The second layer includes a track slab and a bridge, which are respectively modeled as finite-length Euler beams. The third layer includes connecting components, which include fasteners, CA mortar layers, and piers. These connecting components are modeled as discrete linear spring-damper units.

[0006] In some embodiments, simulating the support layer defects includes: The simulation operation is achieved by setting nonlinear gap units at the location of the CA mortar layer, or by gradually reducing the support stiffness of a local area of ​​the CA mortar layer from an intact state to complete support failure.

[0007] In some embodiments, the pseudo-incentive method includes: The power spectral density of track irregularities is decomposed into complex amplitudes at multiple frequency points, forming an equivalent deterministic harmonic excitation; The system response at each frequency point is solved separately, and the statistical response characteristics in the complete frequency domain are obtained by superimposing the system responses.

[0008] In some embodiments, the dynamic response includes the power spectral density of displacement, velocity, and acceleration. By analyzing the changes in energy distribution of the vehicle body, bogie, track slab, and bridge within the target frequency band, abnormal vibration characteristics caused by defects in the support layer can be identified.

[0009] In some embodiments, constructing the frequency domain dynamic equations of the overall system by combining the frequency domain compliance matrix of the vehicle subsystem includes: Based on the displacement compatibility condition, the compliance matrices of the vehicle subsystem, the track-bridge subsystem, and the linearized Hertzian contact spring are superimposed to establish the overall dynamic equation of the entire coupled system in the frequency domain. The expression for the dynamic equation is: ; In the formula, It is the frequency domain vector of the wheel-rail force to be solved. It is the excitation vector caused by track irregularities. It is the wheel-rail contact compliance matrix. It is the compliance matrix of the track-bridge system at the wheel-rail contact point. The compliance matrix of the vehicle system at the wheelset position.

[0010] In some embodiments, the step of analytically solving the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain using the Green's function method includes: The supporting reaction force on the rail is expressed as the sum of spring and damping forces. The response functions of the rail, track slab, and bridge under unit harmonic excitation are derived by frequency domain Fourier transform. The displacement response of each wheel-rail contact point is obtained. Based on the displacement response numbers, the compliance matrix of the track-bridge system at each wheel-rail contact point is constructed.

[0011] Secondly, this application also provides a track inter-layer support state analysis device, comprising: The model building module is used to build a frequency domain vehicle-track-bridge coupled system model, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model. The simulation module is used to simulate the interlayer interface damage state between the track slab and the base by reducing the support stiffness and / or damping parameters of the track-bridge subsystem, thereby simulating the defects of the support layer. The equation-building module is used to analytically solve the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain using the Green's function, and to construct the frequency domain dynamic equation of the overall system by combining the frequency domain compliance matrix of the vehicle subsystem. The pseudo-wheel-rail force response calculation module is used to construct a pseudo-excitation vector based on the measured or standard track irregularity power spectral density using pseudo-excitation, and then substitute the pseudo-excitation vector into the frequency domain dynamic equation to solve for the pseudo-wheel-rail force response. The evaluation module is used to derive the power spectral density of the actual wheel-rail force from the pseudo-wheel-rail force response based on the pseudo-excitation method, and to calculate the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem, thereby completing the quantitative evaluation of the defect effect of the track slab support layer.

[0012] Thirdly, this application also provides a terminal device, which includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the aforementioned track interlayer support state analysis method.

[0013] Fourthly, this application also provides a readable storage medium storing a computer program that, when executed on a processor, implements the aforementioned track layer support state analysis method.

[0014] The embodiments of this application have the following beneficial effects: This embodiment constructs a frequency-domain vehicle-track-bridge coupled system model, placing the entire dynamic analysis within the frequency domain. This avoids the time-consuming step-by-step integration of large-scale matrix equations in the time domain, improving computational efficiency. Furthermore, it systematically and rapidly analyzes the evolution of support layer defects on the system's dynamic performance under various working conditions, achieving efficient, accurate, quantifiable, and scalable analysis of the track layer support status. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, 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 this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This paper illustrates a flowchart of a method for analyzing the support status between track layers according to an embodiment of this application. Figure 2 This illustration shows a schematic diagram of the calculation process for the inter-layer support state analysis of a track according to an embodiment of this application; Figure 3 A schematic diagram comparing the vehicle body acceleration PSD under the embodiments of this application is shown; Figure 4 A schematic diagram of a track interlayer support state analysis device according to an embodiment of this application is shown. Detailed Implementation

[0017] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0018] The components of the embodiments of this application described and illustrated in the accompanying drawings can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of this application provided in the drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0019] In the following text, the terms "comprising," "having," and their cognates, which may be used in various embodiments of this application, are intended only to indicate a particular feature, number, step, operation, element, component, or combination thereof, and should not be construed as primarily excluding the presence of one or more other features, numbers, steps, operations, elements, components, or combinations thereof, or adding the possibility of one or more combinations thereof. Furthermore, the terms "first," "second," "third," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0020] Unless otherwise specified, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which the various embodiments of this application pertain. Terms (such as those defined in commonly used dictionaries) shall be interpreted as having the same meaning as in their contextual meaning in the relevant technical field and shall not be construed as having an idealized or overly formal meaning, unless clearly defined in the various embodiments of this application.

[0021] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0022] Current methods for analyzing the support state of track layers are inefficient. Therefore, this application provides a method for analyzing the support state of track layers, comprising: establishing a frequency-domain vehicle-track-bridge coupled system model, the model including a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model; simulating the interlayer interface damage state between the track slab and the base by reducing the support stiffness and / or damping parameters of the track-bridge subsystem; analytically solving the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain using the Green's function method, and constructing the frequency-domain dynamic equation of the overall system by combining the frequency-domain compliance matrix of the vehicle subsystem; constructing a pseudo-excitation vector based on the measured or standard track irregularity power spectral density using the pseudo-excitation method, and substituting the pseudo-excitation vector into the frequency-domain dynamic equation to obtain the pseudo wheel-rail force response; deriving the power spectral density of the real wheel-rail force from the pseudo wheel-rail force response based on the pseudo wheel-rail force response, and calculating the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem, thereby completing a quantitative assessment of the defect effect of the track slab support layer. To achieve efficient and rapid quantitative assessment of the defect effects of track slab support layers.

[0023] The following examples illustrate the method for analyzing the interlayer support state of this track.

[0024] Figure 1 A flowchart illustrating a method for analyzing the inter-level support state of tracks according to an embodiment of this application is shown. Exemplarily, this method includes the following steps: Step S100: Establish a frequency domain vehicle-track-bridge coupled system model, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model.

[0025] This embodiment is applied to the scenario of analyzing the support state between track layers. The first step is to perform modeling, that is, to establish a frequency domain vehicle-track-bridge coupled system model. This model consists of three parts: a vehicle model, a track-bridge model, and a wheel-rail contact model.

[0026] The wheel-rail contact model is used to describe how the wheel and rail achieve displacement coordination and force interaction through contact forces.

[0027] The vehicle subsystem is modeled as a multibody dynamics system, which can be constructed as a system including the car body, front and rear bogies and wheelsets, while taking into account the heave and pitching degrees of freedom of the car body and bogies. This can form a lumped mass-spring-damped system with ten or more degrees of freedom.

[0028] The track-bridge subsystem is modeled as a three-layer beam structure. The first layer includes the rails, which are modeled as infinitely long Timoshenko beams to accurately account for shear deformation and rotational inertia effects during high-frequency vibration.

[0029] The second layer consists of track slabs and bridges, which can be modeled as finite-length Euler beams.

[0030] The third layer consists of connecting components, including fasteners, CA mortar layers, and piers, which can be simulated using discrete linear spring-damper units.

[0031] Step S200: Simulate the defects of the support layer by reducing the support stiffness and / or damping parameters of the track-bridge subsystem to simulate the interlayer interface damage state between the track slab and the base. The simulation of the support layer defects is achieved by reducing the stiffness and damping parameters at the corresponding locations of the CA mortar layer. The stiffness is reduced from 100% (intact) to 0% (complete support failure). This method allows support layer defects of different degrees to be accurately and efficiently simulated within a unified linear frequency domain framework, and can quantitatively characterize the severity of support layer defects.

[0032] For example, when the stiffness decreases from 100% to 0%, there will be multiple intermediate data points, such as 10% and 20%. Different levels of stiffness can be simulated in this model, thus achieving comprehensive simulation operations.

[0033] In addition, in this embodiment, nonlinear gap elements can be set at the CA mortar layer and solved using an iterative algorithm to simulate the contact and separation process. By setting nonlinear gap elements at the CA mortar layer, the simulation accuracy can be improved to better simulate the entire contact and separation process.

[0034] Step S300: A pseudo-excitation vector is constructed based on the measured or standard track irregularity power spectral density, and the pseudo-excitation vector is substituted into the frequency domain dynamic equation to obtain the pseudo wheel-rail force response.

[0035] The response functions of the rail, track slab, and bridge under unit harmonic excitation are derived using frequency domain Fourier transform to construct the compliance matrix of the track-bridge system at the wheel-rail contact point. Demonstratively, the compliance matrix of the track-bridge system at the wheel-rail contact point can also be constructed based on the Green's function. Similarly, the compliance matrix of the vehicle system at the wheelset position can also be obtained. . Then, based on the assumption that the wheel and rail always maintain contact, and according to the displacement compatibility condition, the compliance matrices of the vehicle subsystem, the track subsystem, and the linearized Hertzian contact spring can be superimposed to establish the overall dynamic equation of the entire coupled system in the frequency domain: ; in, It is the frequency domain vector of the wheel-rail force to be solved. It is the excitation vector caused by track irregularities. It is the wheel-rail contact compliance matrix.

[0036] Step S400: A pseudo-excitation vector is constructed based on the measured or standard track irregularity power spectral density, and the pseudo-excitation vector is substituted into the frequency domain dynamic equation to obtain the pseudo wheel-rail force response. Track irregularities are a type of stochastic excitation, typically expressed as power spectral density (PSD). To efficiently handle this multi-point correlated stochastic excitation, this embodiment employs a pseudo-excitation method. This method transforms the stochastic excitation problem into a set of equivalent, deterministic harmonic excitation problems for solution. In other words, the power spectral density of track irregularities is decomposed into complex amplitudes at multiple frequency points to form an equivalent deterministic harmonic excitation; then the corresponding system response can be solved for each frequency point, and the statistical response characteristics in the complete frequency domain can be obtained by superimposing the system responses.

[0037] Exemplary, it can be based on the power spectral density of orbital irregularities. Construct a pseudo-excitation vector. Then, substitute this pseudo-excitation vector into the overall dynamic equation established in the above steps to directly obtain the pseudo-wheel-rail force response. .

[0038] Step S500: Based on the pseudo-excitation method, derive the power spectral density of the actual wheel-rail force from the pseudo wheel-rail force response, and calculate the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem to complete the quantitative evaluation of the defect effect of the track slab support layer.

[0039] This embodiment also calculates the dynamic response of each component of the system. Based on the theory of the pseudo-excitation method, the pseudo wheel-rail force response is used. The power spectral density matrix of the actual wheel-rail force can be calculated directly. Its expression is: ; Once the wheel-rail forces are obtained, they can be used as excitations to apply to the vehicle subsystem and the track-bridge subsystem respectively, thereby efficiently calculating the power spectral density of displacement, velocity, and acceleration at any position of the car body, bogie, wheelset, rail, track slab, and bridge, and completing the entire dynamic response analysis.

[0040] The dynamic response includes the power spectral density of displacement, velocity, and acceleration. By analyzing the changes in energy distribution of the car body, bogie, track slab, and bridge within the target frequency band, abnormal vibration characteristics caused by defects in the support layer can be identified.

[0041] In other words, the final output is the power spectral density (PSD) of various vibration responses, and combined with large-scale parametric analysis, the influence of track slab support layer defects on system performance is revealed. This is the purpose of the dynamic response analysis in this embodiment. After calculating the power spectral density of displacement, velocity, and acceleration at any position of the car body, bogie, wheelset, rail, track slab, and bridge, the calculated data can be analyzed to determine the specific causes of defects in the bridge track.

[0042] To better illustrate this, a specific example of dynamic response analysis and evaluation under a particular working condition is provided here. This calculation process can be combined with... Figure 2 Use the calculation flowchart shown to understand.

[0043] First, the calculation conditions are set as follows: Vehicle speed ( ): Set to 80m / s (288km / h); Support layer defect length ( ): Set to 3.75m (equivalent to 6 times the sleeper spacing); Severity of defects in the support layer ( ): Set the CA mortar layer support stiffness to 0%, i.e., complete support failure state; Excitation input: The measured power spectrum of track irregularities is used as the excitation vector. Input; Comparison benchmark: Set a "healthy condition" as a comparison, that is, the CA mortar layer support stiffness is 100% intact, and other parameters are consistent with the above-mentioned defective condition settings.

[0044] Based on the calculation process from steps 100 to 500, calculations are performed on the aforementioned "support failure condition" and "healthy condition" respectively to obtain the acceleration response power spectral density (PSD) of key components such as the car body, bogie, rails, and track slabs. This completes the entire dynamic response analysis.

[0045] Taking the vertical acceleration of the vehicle body as an example, the analysis and application process is as follows: Obtaining dynamic characteristics: calculation results (e.g.) Figure 3 As shown in the figure, compared to the healthy condition (black curve), when there is a local stiffness loss of 0.625m (blue curve), the PSD of the vehicle body acceleration begins to increase in the target frequency band; and when the defect develops into complete support failure of 3.75m (red curve), its PSD shows a more significant energy amplification in the 50-90 Hz frequency band. This response characteristic in the target frequency band that varies with the severity of the defect constitutes the only dynamic characteristic under this defect condition.

[0046] Table 1 Summary of Simulation Conditions and Parameter Variables

[0047] Parameter refinement and pattern extraction: By calculating all 462 operating conditions shown in Table 1, a large database of "defect-response dynamic characteristics" can be established. For example, the following can be systematically analyzed: Relationship between defect length and response: As the support failure length increases from 0.625m to 4.375m, the root mean square (RMS) value of the vehicle body acceleration increases non-linearly, especially after the length exceeds 1.875m, the growth trend intensifies. This provides a quantitative basis for judging the severity of the defect.

[0048] Relationship between stiffness loss and response: When the stiffness of the CA mortar layer decreases from 100%, the system response does not deteriorate linearly. Calculations show that the system vibration response reaches its peak when the stiffness decreases to the 20%-30% range, and then decreases slightly as the stiffness further decreases (approaching 0). This non-monotonic variation is crucial for accurately identifying the evolution stage of defects in the support layer.

[0049] In summary, this invention, through the aforementioned analysis, provides an effective solution to the technical problem of the inability to quickly and accurately assess track conditions in existing technologies. Its core lies in the "support failure-response dynamic characteristics" model established through large-scale parametric calculations, which precisely quantifies and correlates track support failures (such as length and severity) with measurable dynamic responses (such as energy changes in the target frequency band). This correlation transforms track condition assessment from traditional qualitative judgment to quantifiable and precise analysis. In practical applications, this model can be used for pattern matching of real-time vibration signals collected by onboard sensors, thereby achieving early warning and precise location of potential track defects and providing data support for predictive maintenance decisions.

[0050] Figure 4 A schematic diagram of a track inter-layer support state analysis device according to an embodiment of this application is shown. Exemplarily, the track inter-layer support state analysis device includes: Model building module 10 is used to build a frequency domain vehicle-track-bridge coupled system model, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model. The simulation module 20 is used to simulate the interlayer interface damage state between the track slab and the base by reducing the support stiffness and / or damping parameters of the track-bridge subsystem, thereby simulating the defects of the support layer. Equation building module 30 is used to analytically solve the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain using the Green's function, and to construct the frequency domain dynamic equation of the overall system by combining the frequency domain compliance matrix of the vehicle subsystem. The pseudo-wheel-rail force response calculation module 40 is used to construct a pseudo-excitation vector based on the measured or standard track irregularity power spectral density using pseudo-excitation, and to substitute the pseudo-excitation vector into the frequency domain dynamic equation to solve for the pseudo-wheel-rail force response. Evaluation module 50 is used to derive the power spectral density of the actual wheel-rail force from the pseudo wheel-rail force response based on the pseudo excitation method, and to calculate the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem, thereby completing the quantitative evaluation of the defect effect of the track slab support layer.

[0051] It is understood that the device in this embodiment corresponds to the track interlayer support state analysis method in the above embodiment, and the options in the above embodiment are also applicable to this embodiment, so they will not be described again here.

[0052] This application also provides a terminal device, exemplary of which includes a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program to enable the terminal device to perform the functions of the various modules in the above-described track interlayer support state analysis method or track interlayer support state analysis device.

[0053] The processor can be an integrated circuit chip with signal processing capabilities. The processor can be a general-purpose processor, including at least one of a Central Processing Unit (CPU), Graphics Processing Unit (GPU), Network Processor (NP), Digital Signal Processor (DSP), Application-Specific Integrated Circuit (ASIC), Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0054] The memory can be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc. The memory is used to store computer programs, and the processor can execute the computer programs accordingly after receiving execution instructions.

[0055] This application also provides a readable storage medium for storing the computer program used in the aforementioned terminal device.

[0056] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that, in alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0057] In addition, the functional modules or units in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0058] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a terminal device (which may be a smartphone, personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0059] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for analyzing the support state between track layers, characterized in that, include: A frequency domain vehicle-track-bridge coupled system model is established, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model. The defects of the support layer are simulated by reducing the support stiffness and / or damping parameters of the track-bridge subsystem to simulate the interlayer interface damage state between the track slab and the base. The compliance matrix of the track-bridge subsystem at the wheel-rail contact point is analytically solved in the frequency domain using the Green's function, and the frequency domain dynamic equation of the overall system is constructed by combining the frequency domain compliance matrix of the vehicle subsystem. A pseudo-excitation vector is constructed based on the measured or standard track irregularity power spectral density, and the pseudo-excitation vector is substituted into the frequency domain dynamic equation to obtain the pseudo wheel-rail force response. Based on the pseudo-excitation method, the power spectral density of the actual wheel-rail force is derived from the pseudo wheel-rail force response, and the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem is calculated to complete the quantitative evaluation of the defect effect of the track slab support layer.

2. The method for analyzing the inter-layer support state of tracks according to claim 1, characterized in that, The track-bridge subsystem is modeled using a three-layer beam structure. The first layer includes steel rails, which are modeled as infinitely long Timoshenko beams; The second layer includes a track slab and a bridge, which are respectively modeled as finite-length Euler beams. The third layer includes connecting components, which include fasteners, CA mortar layers, and piers. These connecting components are modeled as discrete linear spring-damper units.

3. The method for analyzing the inter-layer support state of tracks according to claim 2, characterized in that, The simulation of support layer defects includes: The simulation operation is achieved by setting nonlinear gap units at the location of the CA mortar layer, or by gradually reducing the support stiffness of a local area of ​​the CA mortar layer from an intact state to complete support failure.

4. The method for analyzing the inter-layer support state of tracks according to claim 1, characterized in that, The pseudo-incentive method includes: The power spectral density of track irregularities is decomposed into complex amplitudes at multiple frequency points, forming an equivalent deterministic harmonic excitation; The system response at each frequency point is solved separately, and the statistical response characteristics in the complete frequency domain are obtained by superimposing the system responses.

5. The method for analyzing the inter-layer support state of tracks according to claim 2, characterized in that, The dynamic response includes the power spectral density of displacement, velocity, and acceleration. By analyzing the changes in energy distribution of the car body, bogie, track slab, and bridge within the target frequency band, abnormal vibration characteristics caused by defects in the support layer can be identified.

6. The method for analyzing the inter-layer support state of tracks according to claim 1, characterized in that, The construction of the frequency domain dynamic equations of the overall system by combining the frequency domain compliance matrix of the vehicle subsystem includes: Based on the displacement compatibility condition, the compliance matrices of the vehicle subsystem, the track-bridge subsystem, and the linearized Hertzian contact spring are superimposed to establish the overall dynamic equation of the entire coupled system in the frequency domain. The expression for the dynamic equation is: ； In the formula, It is the frequency domain vector of the wheel-rail force to be solved. It is the excitation vector caused by track irregularities. It is the wheel-rail contact compliance matrix. It is the compliance matrix of the track-bridge system at the wheel-rail contact point. The compliance matrix of the vehicle system at the wheelset position.

7. The method for analyzing the inter-layer support state of tracks according to claim 1, characterized in that, The method of using Green's function to analytically solve the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain includes: The supporting reaction force on the rail is expressed as the sum of spring and damping forces. The response functions of the rail, track slab, and bridge under unit harmonic excitation are derived by frequency domain Fourier transform. The displacement response of each wheel-rail contact point is obtained. Based on the displacement response numbers, the compliance matrix of the track-bridge system at each wheel-rail contact point is constructed.

8. A track inter-layer support state analysis device, characterized in that, include: The model building module is used to build a frequency domain vehicle-track-bridge coupled system model, which includes a vehicle subsystem, a track-bridge subsystem, and a wheel-rail contact model. The simulation module is used to simulate the interlayer interface damage state between the track slab and the base by reducing the support stiffness and / or damping parameters of the track-bridge subsystem, thereby simulating the defects of the support layer. The equation-building module is used to analytically solve the compliance matrix of the track-bridge subsystem at the wheel-rail contact point in the frequency domain using the Green's function, and to construct the frequency domain dynamic equation of the overall system by combining the frequency domain compliance matrix of the vehicle subsystem. The pseudo-wheel-rail force response calculation module is used to construct a pseudo-excitation vector based on the measured or standard track irregularity power spectral density using pseudo-excitation, and then substitute the pseudo-excitation vector into the frequency domain dynamic equation to solve for the pseudo-wheel-rail force response. The evaluation module is used to derive the power spectral density of the actual wheel-rail force from the pseudo-wheel-rail force response based on the pseudo-excitation method, and to calculate the dynamic response power spectral density of each key component in the vehicle subsystem and the track-bridge subsystem, thereby completing the quantitative evaluation of the defect effect of the track slab support layer.

9. A terminal device, characterized in that, The terminal device includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the track interlayer support state analysis method according to any one of claims 1-7.

10. A readable storage medium, characterized in that, It stores a computer program, which, when executed on a processor, implements the track layer support state analysis method according to any one of claims 1-7.

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