Plateau railway roadbed full-aging refrigeration and drainage integrated system and control method thereof
By integrating the subgrade structure and intelligent control system, the functional conflicts and construction complexities caused by the independent design of the cooling and drainage systems of the plateau railway subgrade were resolved. This achieved dynamic coordination of efficient cooling and drainage, improved the stability and safety of the subgrade, and reduced the project cost.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHINA RAILWAY ERYUAN ENGINEERING GROUP CO LTD
- Filing Date
- 2026-03-24
- Publication Date
- 2026-05-12
AI Technical Summary
In high-altitude, highly saline, and permafrost regions, the independent design of the cooling and drainage systems of existing railway subgrades leads to functional conflicts and increased construction complexity. The complex coupling effect of thermal disturbance and water hazards results in high engineering costs and limited system efficiency. The separate treatment model creates a weak link, making it difficult to guarantee the long-term stability of the subgrade.
The system adopts an integrated roadbed structure, including a modular truss structure made of fiber-reinforced polymer, integrating vertical cooling piles and drainage channels. Combined with solar power and intelligent controllers, it achieves dynamic coordination between cooling and drainage. The intelligent controllers execute various control strategies, such as regular coordination, drainage priority, and thawing and unblocking modes, to ensure the efficient operation of the system under different seasons and environmental conditions.
It has improved refrigeration efficiency, reduced moisture content, enhanced roadbed stability, reduced frost heave and thaw settlement potential, lowered the total life cycle cost, improved railway traffic safety and line reliability, and enhanced stability in extreme weather conditions in plateau regions.
Smart Images
Figure CN122013604A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of railway engineering design and construction technology in cold regions, and more specifically, to an integrated system for all-time cooling and drainage of plateau railway subgrade and its control method. Background Technology
[0002] In high-altitude, highly saline permafrost regions, roadbed stability depends on the effective control of thermal disturbance and water hazards. These two factors are coupled through the phase change characteristics of permafrost. In current engineering practice, cooling technology for thermal disturbance and drainage technology for water hazards are often designed and implemented independently. Cooling technology relies on ground temperature regulation to reduce the risk of permafrost thaw settlement, but may lead to excessively high water content in the base soil due to insufficient drainage system efficiency. The high latent heat of water phase change will significantly consume cooling capacity, resulting in a significant decrease in cooling efficiency. Drainage technology focuses on draining the soil to reduce the causes of frost heave and thaw settlement, but without effective temperature control, drainage paths are easily blocked by the freezing of surrounding permafrost during low-temperature periods, or the system may be overloaded due to sudden drainage demands caused by permafrost thawing during warm seasons.
[0003] More importantly, the separate design leads to functional conflicts and increased construction complexity. For example, the local low temperature during the operation of the heat pipe may cause the drainage pipe to freeze and crack, while the excavation of the drainage structure may disturb the heat conduction path of the heat pipe. The independent construction of the two types of systems makes the interface connection a blind spot for the control of heat flow and water flow, which is very easy to form a weak link in the freeze-thaw cycle. This fragmented management model not only limits the overall efficiency, but also significantly increases the maintenance cost throughout the entire life cycle of the project. Summary of the Invention
[0004] To overcome the above deficiencies, the present invention provides an integrated system for all-time cooling and drainage of plateau railway subgrade and its control method to overcome or at least partially solve the above technical problems.
[0005] This invention is implemented as follows:
[0006] This invention provides an integrated system for all-time cooling and drainage of a plateau railway subgrade and its control method, including an integrated subgrade structure and an energy and control system that supplies energy to and controls it;
[0007] The integrated roadbed structure includes modular integrated skeleton units made of fiber-reinforced polymer, forming a hollow truss structure.
[0008] The integrated skeleton unit has a vertical cooling pile component, in which an active cooling element is integrated to form a cooling pile. The cold end of the cooling pile is in contact with the soil, and the hot end of the cooling pile is connected to a heat dissipation fin array through a horizontal component of the integrated skeleton unit.
[0009] The horizontal components of the integrated skeleton unit are configured as drainage channels, and the wall panels of the drainage channels have slotted water inlet holes, which eventually converge into the main drain pipe.
[0010] The energy and control system includes solar photovoltaic panels, energy storage units, and a collaborative intelligent controller. The collaborative intelligent controller is communicatively connected to temperature sensors, moisture sensors, and flow sensors located within the roadbed, and is configured to execute various control strategies, including conventional collaborative, drainage priority, thawing and dredging, and energy-saving modes.
[0011] In a preferred embodiment, the drainage channel and the main drainage pipe are lined with a phase change material layer, and the phase change temperature of the phase change material is higher than the freezing temperature of the local permafrost.
[0012] In a preferred embodiment, the collaborative intelligent controller pre-stores a first temperature threshold T1, a first moisture content threshold W1, a second temperature threshold T2, and a first flow rate threshold F1; the collaborative intelligent controller is configured to execute the following cyclic control process:
[0013] S1: Data Acquisition: Continuously collect temperature data T, moisture content data W, and drainage channel flow rate data F and temperature data T at different depths of the roadbed. d ;
[0014] S2: Mode Determination and Execution:
[0015] S21. Normal Coordination Mode Determination: If the system time is within the preset warm season date range, a command is triggered to control all or part of the cooling piles to operate at rated power and keep the drainage channel unobstructed; if the system time is within the preset cold season date range, a command is triggered to control the cooling piles to reduce the frequency to maintain power or enter standby mode.
[0016] S22. Drainage priority mode determination: After S21, if it is determined that the moisture content data W of any monitoring point is greater than W1, a command is triggered to increase the power of at least one cooling pile near the monitoring point, so that its power is increased to 110%-130% of the rated power. After running for a first preset time t1, it returns to the command state of S21.
[0017] S23. Determination of Thawing and Unblocking Mode: After S21, if the temperature data T of the drainage channel is determined... d If the flow rate is less than T2, or the flow rate data is less than F1, then the command is triggered to start the heat tracing function of the main drain pipe and temporarily reverse the operation of the active cooling element in at least one adjacent cooling pile, so that it works in heating mode. After a second preset time t2, the heating is turned off and the heat tracing is restored to the heat preservation state.
[0018] The preset warm and cold season date ranges are fixed start and end dates set during system initialization based on historical meteorological data of the project location.
[0019] The first preset time t1 and the second preset time t2 are fixed time parameters pre-stored in the controller;
[0020] Drainage priority mode: When the moisture sensor detects an abnormal increase in the water content of a certain area, the power of the cooling piles near that area is increased;
[0021] Thawing and unblocking mode: When it is determined that there is a risk of freezing in the drainage channel, the heat tracing function is activated and the active cooling element in the adjacent cooling pile is temporarily reversed.
[0022] In a preferred embodiment, the system is applied to a railway cutting slope, where multifunctional anchor piles are installed at key locations of potential landslide bodies in the railway cutting slope. The multifunctional anchor piles integrate active cooling elements of cooling piles and internal drainage channels.
[0023] The collaborative intelligent controller also pre-stores a rainfall forecast intensity threshold R1; the controller is further configured to:
[0024] If the forecast rainfall intensity R > R1 or the forecast indicates continuous high temperature and snowmelt weather, the system will enter the predictive slope stabilization mode upon receiving regional meteorological forecast information.
[0025] In predictive slope stabilization mode, trigger commands control the active cooling elements of the multifunctional anchor piles in the cut slope area to operate at rated power until the predicted hazardous weather period ends.
[0026] In a preferred embodiment, the system is applied to the transition section of a railway bridge, where a group of cooling piles with varying cooling power gradients is deployed within the roadbed area behind the bridge abutment. The cooling piles closer to the bridge abutment have higher rated cooling power settings.
[0027] The collaborative intelligent controller is further configured as follows:
[0028] During the operation of the conventional collaborative mode, a gradient temperature control strategy is executed based on the set power of the cooling piles at different positions in the transition section.
[0029] In a preferred embodiment, the gradient temperature control strategy refers to controlling the cooling piles at different locations to operate at their respective set, gradient-varying power values, thereby creating a smooth temperature gradient in the ground temperature field of the road-bridge transition section.
[0030] In a preferred embodiment, the system is applied to a railway culvert, wherein an automatic opening and closing grid mesh linked with a collaborative intelligent controller is provided at the entrance of the railway culvert, and a phase change material temperature control layer and distributed active cooling elements are integrated on the side wall and exit area of the railway culvert.
[0031] The collaborative intelligent controller also pre-stores a rainfall forecast threshold R2 and a low temperature threshold T3; the controller is further configured to:
[0032] If the forecast rainfall intensity R > R2 within a preset time period is received, the system will determine to enter the anti-siltation mode, triggering an instruction to open the grid before the flood peak arrives and close the grid after the flood peak has passed.
[0033] If the system time is during the snow melting season and the predicted ambient temperature T < T3, then the system is determined to enter the anti-icing mode, triggering a command to activate the distributed active cooling element or heat tracing function in the culvert outlet area until the ambient temperature rises above T3.
[0034] In a preferred embodiment, the active cooling element is a thermoelectric cooler, and the phase change material is a nano-aerogel insulation material.
[0035] A control method for integrated all-time cooling and drainage of plateau railway subgrade, applied to the aforementioned integrated all-time cooling and drainage system for plateau railway subgrade, is executed by the collaborative intelligent controller and includes the following steps:
[0036] Data acquisition steps: Continuously collect data on the temperature, moisture and drainage flow of the roadbed, and receive external weather forecast information;
[0037] Routine collaborative control steps: Based on the system date, control the operation of the cooling piles and keep the drainage unobstructed during the warm season, and control the cooling piles to reduce frequency or standby during the cold season; where the warm season and cold season are fixed date ranges preset during system initialization;
[0038] Drainage priority control steps: On the basis of regular coordination, if the local moisture content is detected to exceed the limit, the power of the local cooling pile is temporarily increased to 110%-130% of the rated power and maintained for a fixed duration t1.
[0039] Thawing and unblocking control steps: On the basis of regular coordination, if the drainage channel is detected to be at risk of freezing, start the heating and local gentle heating for a fixed time t2.
[0040] The gradient temperature control strategy is achieved by setting different operating power for the cooling piles at different locations in the road-bridge transition section.
[0041] This invention provides an integrated system for all-time cooling and drainage of high-altitude railway subgrade and its control method, the beneficial effects of which include:
[0042] 1. By setting up an FRP skeleton unit that integrates load-bearing, heat conduction, and drainage, the functional conflicts and construction interference commonly found in traditional separate installation schemes are fundamentally avoided. By setting up active cooling, skeleton heat conduction, and remote heat dissipation thermal management paths, efficient and directional heat transfer of the roadbed is achieved, significantly improving cooling efficiency.
[0043] 2. By setting a regular collaborative mode based on a fixed date range, the system operation strategy is matched with the seasonal climate characteristics of the plateau, ensuring the optimization of basic energy consumption and the stability of long-term system operation. By setting a drainage priority mode and its specific power increase range and fixed intervention time, efficient and rapid proactive drainage can be carried out at the incipient stage of local water damage.
[0044] 3. By setting up multifunctional anchor piles with integrated cooling and drainage functions on the cutting slope and configuring a predictive slope stabilization control mode based on weather forecasts, a fundamental shift in the management of railway cutting slope stability has been achieved from post-disaster emergency response to pre-disaster proactive defense. This has significantly improved railway traffic safety and line reliability, and is especially effective in addressing the threat to slope stability posed by extreme weather events such as torrential rain and snowmelt common in plateau regions. Attached Figure Description
[0045] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.
[0046] Figure 1 This is a schematic diagram of the roadbed cross-sectional structure of the integrated system of the present invention;
[0047] Figure 2 This is a three-dimensional structural diagram of the modular skeleton unit of the present invention;
[0048] Figure 3 This is a flowchart of the system's collaborative control logic according to the present invention.
[0049] In the diagram: 1. Integrated frame unit; 2. Cooling pile; 21. Vertical cooling pile component; 22. Horizontal component; 24. Slotted water inlet hole; 3. Drainage channel; 4. Heat dissipation fin array; 5. Main drain pipe; 6. Solar photovoltaic panel. Detailed Implementation
[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0051] Reference Figures 1-3 The present invention provides a technical solution: an integrated system for all-time cooling and drainage of plateau railway subgrade and its control method, including an integrated subgrade structure and an energy and control system that supplies energy to and controls it;
[0052] The integrated roadbed structure includes a modular integrated skeleton unit 1, which is made of fiber-reinforced polymer to form a hollow truss or honeycomb structure. By setting up the modular, hollow truss or honeycomb structure integrated skeleton unit 1 made of fiber-reinforced polymer (FRP), a lightweight, high-strength, low-thermal-conductivity and corrosion-resistant load-bearing body is provided, realizing the unity of structural function and thermal management and drainage function of the basic carrier.
[0053] The integrated frame unit 1 has a vertical cooling pile 21, in which an active cooling element is integrated to form a cooling pile 2. The cold end of the cooling pile 2 is in contact with the soil, and the hot end of the cooling pile 2 is connected to the heat-dissipating fin array 4 through the horizontal component 22 of the integrated frame unit 1. By setting this structure of cold end heat absorption and hot end heat dissipation through the frame, the heat inside the roadbed is efficiently extracted and dissipated into the atmosphere, avoiding the accumulation of heat in the roadbed.
[0054] The horizontal component 22 of the integrated skeleton unit 1 is constructed as a drainage channel 3. The wall panel of the drainage channel 3 has slotted water inlet holes, which eventually converge to the main drainage pipe 5. By setting up the drainage channel 3 and connecting it with the slotted water inlet holes with built-in anti-clogging filters on its wall panel, the free gravity water in the roadbed is effectively collected. The collected water is finally converged to the main drainage pipe 5 through the pipeline system and guided out of the roadbed to the designated safe area. By setting up the main drainage pipe 5, the collected water flow is provided with the final discharge path, thus completing the closed loop of the drainage function.
[0055] The energy and control system includes solar photovoltaic panels 6, energy storage units, and a collaborative intelligent controller. The collaborative intelligent controller is communicatively connected to temperature sensors, moisture sensors, and flow sensors installed in the roadbed, and is configured to execute various control strategies, including conventional collaborative, drainage priority, thawing and unblocking, and energy-saving modes. By setting up this collaborative intelligent controller and configuring it to execute various control strategies, including conventional collaborative, drainage priority, thawing and unblocking, and energy-saving modes, the system can intelligently make decisions and dynamically adjust cooling and drainage behavior based on the real-time monitored roadbed status and environmental conditions.
[0056] The integrated frame unit 1 is not only a load-bearing structure, but also a unified platform that integrates the originally separate cooling pipes and drainage pipe network. Among them, the cooling pile 2 actively extracts heat from the foundation through the thermoelectric effect and uses the frame itself as a heat-conducting bridge to efficiently conduct the heat to a distant location for concentrated dissipation. The drainage channel 3 uses the frame cavity to collect free water generated in the soil due to thermal disturbance or precipitation through slotted holes and discharges it in a directional manner. The energy system ensures energy self-sufficiency in areas without mains power. The intelligent controller acts as the brain, dynamically switching the working mode by analyzing real-time sensor data and external information: for example, enhancing cooling and maintaining unobstructed drainage in the warm season; entering the drainage priority mode when there is local water accumulation, forming a freezing curtain by enhancing cooling to guide the water flow; and activating heat tracing or local heating to clear the blockage when there is a risk of the drainage pipe freezing.
[0057] By setting up an FRP skeleton unit that integrates load-bearing, heat conduction, and drainage, the refrigeration system and drainage system are deeply integrated in terms of physical structure and functional flow lines, fundamentally avoiding the functional conflicts and construction interferences common in traditional separate schemes. By setting up a thermal management path that integrates active refrigeration, skeleton heat conduction, and remote heat dissipation, efficient and directional heat transfer of the roadbed heat is achieved, significantly improving refrigeration efficiency and effectively maintaining the thermal stability of permafrost. By setting up drainage channel 3 integrated with the skeleton and intelligent drainage control strategy, rapid in-situ collection and removal of roadbed moisture is achieved, effectively reducing the water content, reducing the frost heave and thaw settlement potential, and creating a favorable working environment with low latent heat for the refrigeration system. By setting up an energy and control system with solar power supply and intelligent controller as the core, the entire system has the ability to operate autonomously and dynamically for a long time in harsh plateau environments, realizing a leap from passive protection to active adaptation, and ultimately achieving the goal of ensuring the long-term safety and stability of plateau railway roadbeds and significantly reducing the total life cycle cost.
[0058] Reference Figures 1-3 The walls of drainage channel 3 and main drainage pipe 5 are composite with a phase change material layer, and the phase change temperature of the phase change material is higher than the freezing temperature of the local frozen soil.
[0059] Phase change materials (PCMs) are substances that can undergo a phase transition at a specific temperature and absorb or release a large amount of latent heat in the process. By setting their phase change temperature above the local freezing temperature of the permafrost, for example, if the freezing temperature of the permafrost is -1.5℃, the phase change temperature can be set between -1℃ and 0℃, so that their working logic is precisely matched with the external environment: In the cold season, when the system actively cools or the ambient low temperature causes the temperature of the soil around the drainage pipe to drop, the PCM inside the pipe wall will release the cold energy stored in the warm season. The latent heat released in this process can effectively slow down the rate of temperature drop of the water in the drainage pipe, thereby significantly reducing the risk of the pipe freezing and blocking due to the internal still water or low-speed water flow in the cold season, playing a role in anti-freezing insurance. In the warm season, when heat intrusion causes the roadbed temperature to rise, the PCM absorbs a large amount of heat from the surrounding soil or flowing water through the melting process. This effect can not only delay the transfer of heat to the deep permafrost, but also reduce the burden on the active cooling system and improve the energy efficiency of the entire system.
[0060] Reference Figures 1-3 The collaborative intelligent controller has a first temperature threshold T1, a first moisture content threshold W1, a second temperature threshold T2, and a first flow rate threshold F1 pre-stored; the collaborative intelligent controller is configured to execute the following cyclic control process:
[0061] S1: Data Acquisition: Continuously collect temperature data T, moisture content data W, and flow rate data F and temperature data T of drainage channel 3 at different depths of the roadbed. d ;
[0062] S2: Mode Determination and Execution:
[0063] S21. Normal Coordination Mode Determination: If the system time is within the preset warm season date range, a command is triggered to control all or part of the cooling piles 2 to operate at rated power and keep the drainage channel 3 unobstructed; if the system time is within the preset cold season date range, a command is triggered to control the cooling piles 2 to reduce the frequency to maintain power or enter standby mode.
[0064] S22. Drainage priority mode determination: After S21, if it is determined that the moisture content data W of any monitoring point is greater than W1, then a command is triggered to enhance the power of at least one cooling pile 2 near the monitoring point, so that its power is increased to 110%-130% of the rated power. After running for a first preset time t1, it returns to the command state of S21.
[0065] S23. Thawing and Unblocking Mode Determination: After S21, if the temperature data T of drainage channel 3 is determined... dIf the flow rate is less than T2, or the flow rate data is less than F1, then the command is triggered to start the heat tracing function of the main drain pipe 5 and temporarily reverse the operation of the active cooling element in at least one adjacent cooling pile 2, so that it works in heating mode. After a second preset time t2, the heating is turned off and the heat tracing is restored to the heat preservation state.
[0066] The preset warm and cold season date ranges are fixed start and end dates set during system initialization based on historical meteorological data of the project location.
[0067] The first preset time t1 and the second preset time t2 are fixed time parameters that are pre-stored in the controller.
[0068] Drainage priority mode: When the moisture sensor detects an abnormal increase in the water content of a certain area, the power of the cooling pile 2 near that area is increased;
[0069] Thawing and unblocking mode: When it is determined that there is a risk of freezing in the drainage channel 3 or the main drainage pipe 5, the heat tracing function is activated and the active cooling element in the adjacent cooling pile 2 is temporarily reversed.
[0070] The collaborative intelligent controller achieves intelligent decision-making by pre-stored key threshold parameters and executing a cyclical control process. This process begins with continuous data acquisition and then proceeds to the mode determination and execution phase: First, it executes the regular collaborative mode according to a preset fixed date range. Then, based on real-time data, it determines whether to intervene in the drainage priority mode or the thawing and unblocking mode. The drainage priority mode guides water flow by temporarily overclocking the cooling pile 2 in a local area for a fixed time t1. The thawing and unblocking mode mitigates the risk of freezing by activating heat tracing and temporarily reversing the operation of the adjacent cooling pile 2 for a fixed time t2. The preset fixed date range provides a macroscopic and stable operating tone based on long-term climate patterns, avoiding frequent system fluctuations caused by short-term weather variations. The mode switching ensures operational stability. The first moisture content threshold W1 is used to accurately identify local water accumulation anomalies. After triggering the drainage priority mode, the temporary power increase aims to quickly form a stronger freezing curtain around the high moisture content area, change the water flow infiltration path, and actively drive it towards the drainage channel 3. The fixed time parameter t1 ensures that this strong intervention is short-lived and controlled, avoiding energy waste and excessive cooling. The second temperature threshold T2 and the first flow threshold F1 together serve as the criteria for judging the freezing risk of the drainage system. Once triggered, the defrosting and unblocking mode will start the dual protection of heat tracing and local active heating. The fixed time parameter t2 ensures that the heating process is gentle and short-lived, enough to dissolve ice blockage without causing severe thermal disturbance.
[0071] By setting a regular collaborative mode based on a fixed date range, the system operation strategy is matched with the seasonal climate characteristics of the plateau, ensuring the optimization of basic energy consumption and the stability of long-term system operation. By setting a drainage priority mode and its specific power increase range and fixed intervention time, efficient and rapid proactive drainage can be carried out at the incipient stage of local water damage, rather than waiting for the problem to expand, which greatly improves the reliability and efficiency of the drainage system. By setting a thawing and dredging mode and innovatively reusing the refrigeration pile 2 as a heat source, reliable anti-freezing protection is provided for the drainage channel 3 at the lowest hardware cost, ensuring that the drainage function is unobstructed throughout the year. The entire set of control logic works together to achieve deep and dynamic collaboration between the two subsystems of refrigeration and drainage in the time and space dimensions, which significantly improves the intelligence level and comprehensive efficiency of the entire roadbed stability system.
[0072] Reference Figures 1-3 The system is applied to railway cutting slopes. Multifunctional anchor piles are installed at key parts of potential landslide bodies in railway cutting slopes. The multifunctional anchor piles integrate active cooling elements of cooling piles 2 and internal drainage channels 3.
[0073] The collaborative intelligent controller also has a pre-stored rainfall forecast intensity threshold R1; the controller is further configured as follows:
[0074] If the forecast rainfall intensity R > R1 or the forecast indicates continuous high temperature and snowmelt weather, the system will enter the predictive slope stabilization mode upon receiving regional meteorological forecast information.
[0075] In the predictive slope stabilization mode, the trigger command controls the active cooling element of the multifunctional anchor piles in the cut slope area to operate at rated power until the predicted hazardous weather period ends.
[0076] The multi-functional anchor pile combines the anti-sliding mechanical support function of traditional anchor rods, the rapid freezing capability of active cooling pile 2, and the drainage function of internal drainage channel 3. Its core control logic lies in predictability. The controller receives external weather forecast information and activates the strong cooling mode of the anchor pile in advance before the arrival of external loads that are prone to instability, such as heavy rainfall or continuous snow melting. This rapidly reduces the soil temperature near the slip surface, improves the shear strength of the soil, and uses internal drainage channel 3 to drain infiltrated water in time. During severe weather, it actively reinforces the slope and prevents problems before they occur.
[0077] By setting up multifunctional anchor piles with integrated cooling and drainage functions on the cutting slope and configuring a predictive slope stabilization control mode based on weather forecasts, a fundamental shift in the stability of railway cutting slopes has been achieved from post-disaster emergency response to pre-disaster proactive defense. This has significantly improved railway traffic safety and line reliability, and is especially effective in responding to the threat to slope stability posed by extreme weather events such as rainstorms and snowmelt common in plateau regions.
[0078] Reference Figures 1-3 The system is applied to the transition section of railway bridge and road. Within the roadbed area behind the bridge abutment, a group of cooling piles with varying cooling power gradients is deployed. Among them, the cooling pile 2 that is closer to the bridge abutment has a higher rated cooling power setting value.
[0079] The collaborative intelligent controller is further configured as follows:
[0080] During normal collaborative operation, a gradient temperature control strategy is executed based on the set power of the cooling pile 2 at different positions in the transition section.
[0081] By artificially setting the power gradient of the cooling pile group, the roadbed area near the rigid abutment is cooled more strongly, resulting in lower ground temperature, better permafrost protection, and less settlement. Meanwhile, the roadbed area far from the abutment is cooled at the conventional intensity. In this way, a transition zone with smooth changes in ground temperature and settlement is formed between the abutment and the ordinary roadbed, so that the track smoothness changes from a rigid jump to a flexible gradual change.
[0082] By setting up a group of cooling piles with power gradients in the transition section between roads and bridges and implementing a gradient temperature control strategy, a smooth transition zone between ground temperature field and settlement deformation is actively created, which fundamentally and effectively alleviates the differential settlement between roads and bridges, ensures the high smoothness of the line, and improves driving comfort and safety.
[0083] Reference Figures 1-3 The gradient temperature control strategy refers to controlling the cooling piles 2 at different locations to operate at their respective set power values that vary in gradient, thereby creating a smooth temperature gradient in the ground temperature field of the road-bridge transition section.
[0084] This strategy is a specific means of achieving uniform settlement in the transition section of the road and bridge. It is not a single temperature target, but a power distribution scheme. The controller no longer issues a uniform power command to all cooling piles 2. Instead, it allocates a specific operating power to each cooling pile 2 in the transition section according to the preset mapping relationship between power and position. These power values decrease sequentially from the abutment to the roadbed, forming a power gradient. When this power gradient acts on the soil, the cooling effect it produces also shows a gradient change. Finally, it induces a corresponding, smoothly changing temperature field in the roadbed, providing a direct thermodynamic guarantee for achieving a structurally smooth transition.
[0085] By clearly defining and implementing a gradient temperature control strategy based on power distribution, the abstract concept of uniform transition is transformed into concrete, controllable, and executable technical actions, providing a clear and reliable technical path for achieving stable coordination of road and bridge transition sections.
[0086] Reference Figures 1-3The system is applied to railway culverts. An automatic opening and closing grid is installed at the entrance of the railway culvert and linked with a collaborative intelligent controller. A phase change material temperature control layer and distributed active cooling elements are integrated on the side walls and exit area of the railway culvert.
[0087] The collaborative intelligent controller also has pre-stored rainfall forecast threshold R2 and low temperature threshold T3; the controller is further configured as follows:
[0088] If the forecast rainfall intensity R > R2 within a preset time period is received, the system will determine to enter the anti-siltation mode, triggering an instruction to open the grid before the flood peak arrives and close the grid after the flood peak has passed.
[0089] If the system time is during the snow melting season and the predicted ambient temperature T < T3, it is determined to enter the anti-icing blockage mode, triggering the command to start the distributed active cooling element or heat tracing function in the culvert outlet area until the ambient temperature rises to above T3.
[0090] The anti-siltation mode, through meteorological linkage, ensures that the grid only opens when flood discharge is needed, intercepting debris to the maximum extent, and closes after the flood peak to prevent animals from entering or debris from accumulating at other times. The anti-ice blockage mode addresses the characteristic of snowmelt floods easily freezing at low-temperature outlets by actively heating to ensure that the temperature of key outlet parts is above freezing point, maintaining smooth drainage. The phase change material layer acts as a buffer during temperature fluctuations, reducing the damage to the structure caused by freeze-thaw cycles.
[0091] By incorporating intelligent grids, phase change material temperature control layers, and distributed active thermal management elements into the culvert, and configuring two early warning control modes for anti-siltation and anti-icing, the system achieves year-round, intelligent prevention and control of culvert blockage and freezing damage, ensuring the continuous unobstructed flow and structural durability of the railway drainage system.
[0092] Reference Figures 1-3 The active cooling element is a thermoelectric cooler, and the phase change material is a nano-aerogel insulation material.
[0093] By selecting thermoelectric coolers as active cooling elements, the long-term operational reliability and control flexibility of the core execution components of the system are ensured. By selecting nano-aerogels as phase change materials, the synergy of efficient heat preservation and huge latent heat of phase change is achieved in the microstructure, which greatly improves the overall thermal management efficiency and energy utilization efficiency of the system.
[0094] A control method for integrated all-time cooling and drainage of plateau railway subgrade, applied to an integrated all-time cooling and drainage system for plateau railway subgrade, characterized by being executed by a collaborative intelligent controller, includes the following steps:
[0095] Data acquisition steps: Continuously collect data on the temperature, moisture and drainage flow of the roadbed, and receive external weather forecast information;
[0096] Routine collaborative control steps: Based on the system date, control the operation of cooling pile 2 and keep the drainage unobstructed during the warm season, and control the cooling pile 2 to reduce its frequency or standby during the cold season; where the warm season and cold season are fixed date ranges preset during system initialization;
[0097] Drainage priority control steps: On the basis of regular coordination, if the local moisture content is detected to exceed the limit, the power of the local cooling pile 2 is temporarily increased to 110%-130% of the rated power and maintained for a fixed duration t1.
[0098] Thawing and unblocking control steps: On the basis of regular coordination, if the drainage channel 3 is detected to be at risk of freezing, start the heating and local gentle heating for a fixed duration t2;
[0099] The gradient temperature control strategy is achieved by setting different operating power for the cooling piles 2 at different locations in the road-bridge transition section;
[0100] This method summarizes the core decision-making and execution logic of the integrated system, from basic, seasonally-based routine coordination to drainage priority in response to sudden flood risks, to thawing and unblocking to ensure the smooth operation of the drainage system itself, and gradient temperature control for special structural parts. These steps together constitute a complete closed-loop control system for routine maintenance, emergency response, and special protection.
[0101] Specifically, the working process or principle of the integrated system for all-time cooling and drainage of plateau railway subgrade and its control method is as follows: In use, FRP skeleton modules with integrated cooling and drainage functions are prefabricated in the factory and transported to the site. Shallow foundation trenches or holes are excavated according to the design location, and the modular skeleton units are assembled on-site. Special FRP connectors and sealant are used at the joints to ensure structural strength and sealing. The power and signal lines of each unit are connected to pre-set cable trays and converged to the control box at the road shoulder. A solar power supply system and sensor network are installed. Finally, backfilling and the filling of the upper subgrade are carried out. After the system is powered on, the intelligent controller begins automatic operation. Users can view the system status and receive early warning information through a remote monitoring platform.
Claims
1. A fully-time cooling and drainage integrated system for plateau railway subgrade, characterized in that, This includes integrated roadbed structures and energy and control systems that power and control them; The integrated roadbed structure includes a modular integrated skeleton unit (1), which is made of fiber-reinforced polymer to form a hollow truss structure. The integrated skeleton unit (1) has a vertical cooling pile component (21), in which an active cooling element is integrated to form a cooling pile (2). The cold end of the cooling pile (2) is in contact with the soil, and the hot end of the cooling pile (2) is connected to the heat dissipation fin array (4) through the horizontal component (22) of the integrated skeleton unit (1). The horizontal components (22) of the integrated skeleton unit (1) are constructed as drainage channels (3), and the wall panels of the drainage channels (3) are provided with slotted water inlet holes (24), which eventually converge into the main drain pipe (5). The energy and control system includes a solar photovoltaic panel (6), an energy storage unit, and a collaborative intelligent controller. The collaborative intelligent controller is communicatively connected to a temperature sensor, a moisture sensor, and a flow sensor located in the roadbed, and is configured to execute various control strategies, including conventional collaborative, drainage priority, thawing and dredging, and energy-saving modes.
2. The integrated system for all-weather cooling and drainage of plateau railway subgrade according to claim 1, characterized in that, The drainage channel (3) and the main drainage pipe (5) are lined with a phase change material layer, and the phase change temperature of the phase change material is higher than the freezing temperature of the local frozen soil.
3. The integrated system for all-time cooling and drainage of plateau railway subgrade according to claim 1, characterized in that, The collaborative intelligent controller pre-stores a first temperature threshold T1, a first moisture content threshold W1, a second temperature threshold T2, and a first flow rate threshold F1; the collaborative intelligent controller is configured to execute the following cyclic control process: S1: Data Acquisition: Continuously collect temperature data T, moisture content data W, and flow rate data F and temperature data T of drainage channels (3) at different depths of the roadbed. d ; S2: Mode Determination and Execution: S21. Normal Coordination Mode Determination: If the system time is within the preset warm season date range, the trigger command will control all or part of the cooling piles (2) to operate at rated power and keep the drainage channel (3) unobstructed; if the system time is within the preset cold season date range, the trigger command will control the cooling piles (2) to reduce the frequency to the maintenance power or enter the standby state. S22. Drainage priority mode determination: After S21, if it is determined that the moisture content data W of any monitoring point is greater than W1, then a command is triggered to enhance the power of at least one cooling pile (2) near the monitoring point, so that its power is increased to 110%-130% of the rated power. After running for a first preset time t1, it returns to the command state of S21. S23. Determination of thawing and unblocking mode: After S21, if the temperature data T of the drainage channel (3) is determined... d If the flow rate is less than T2, or the flow rate data is less than F1, then the command is triggered to start the heat tracing function of the main drain pipe (5) and temporarily reverse the operation of the active cooling element in at least one adjacent cooling pile (2) to make it work in heating mode. After a second preset time t2, the heating is turned off and the heat tracing is restored to the heat preservation state. The preset warm and cold season date ranges are fixed start and end dates set during system initialization based on historical meteorological data of the project location. The first preset time t1 and the second preset time t2 are fixed time parameters pre-stored in the controller; Drainage priority mode: When the moisture sensor detects an abnormal increase in the water content of a certain area, the power of the cooling pile (2) near that area is increased; Thawing and unblocking mode: When it is determined that the drainage channel (3) is at risk of freezing, the heat tracing function is activated and the active cooling element in the adjacent cooling pile (2) is temporarily reversed.
4. The integrated system for all-time cooling and drainage of plateau railway subgrade according to claim 3, characterized in that, The system is applied to railway cutting slopes, and multifunctional anchor piles are installed at key parts of potential landslide bodies in railway cutting slopes. The multifunctional anchor piles integrate the active cooling element of the cooling pile (2) and the internal drainage channel (3). The collaborative intelligent controller also pre-stores a rainfall forecast intensity threshold R1; the controller is further configured to: If the forecast rainfall intensity R > R1 or the forecast indicates continuous high temperature and snowmelt weather, the system will enter the predictive slope stabilization mode upon receiving regional meteorological forecast information. In predictive slope stabilization mode, trigger commands control the active cooling elements of the multifunctional anchor piles in the cut slope area to operate at rated power until the predicted hazardous weather period ends.
5. The integrated system for all-time cooling and drainage of plateau railway subgrade according to claim 4, characterized in that, The system is applied to the transition section of railway bridge and road. Within the roadbed area behind the bridge abutment, a group of cooling piles (2) with varying cooling power gradients are set up. The cooling piles (2) closer to the bridge abutment have higher rated cooling power settings. The collaborative intelligent controller is further configured as follows: During the operation of the conventional collaborative mode, a gradient temperature control strategy is executed based on the set power of the cooling piles (2) at different positions of the transition section.
6. The integrated system for all-time cooling and drainage of plateau railway subgrade according to claim 5, characterized in that, The gradient temperature control strategy refers to controlling the cooling piles (2) at different locations to operate with their respective set power values that change in a gradient, so that the ground temperature field of the road-bridge transition section forms a smooth temperature gradient.
7. The integrated system for all-weather cooling and drainage of plateau railway subgrade according to claim 6, characterized in that, The system is applied to railway culverts. An automatic opening and closing grid mesh linked with a collaborative intelligent controller is installed at the entrance of the railway culvert. A phase change material temperature control layer and distributed active cooling elements are integrated into the side walls and exit area of the railway culvert. The collaborative intelligent controller also pre-stores a rainfall forecast threshold R2 and a low temperature threshold T3; the controller is further configured to: If the forecast rainfall intensity R > R2 within a preset time period is received, the system will determine to enter the anti-siltation mode, triggering an instruction to open the grid before the flood peak arrives and close the grid after the flood peak has passed. If the system time is during the snow melting season and the predicted ambient temperature T < T3, then the system is determined to enter the anti-icing mode, triggering a command to activate the distributed active cooling element or heat tracing function in the culvert outlet area until the ambient temperature rises above T3.
8. The integrated system for all-time cooling and drainage of plateau railway subgrade according to claim 2, characterized in that, The active cooling element is a thermoelectric cooler, and the phase change material is a nano-aerogel insulation material.
9. A control method for integrated all-time cooling and drainage of plateau railway subgrade, applied to the integrated all-time cooling and drainage system of plateau railway subgrade as described in any one of claims 3-8, characterized in that, Executed by the collaborative intelligent controller, the following steps are included: Data acquisition steps: Continuously collect data on the temperature, moisture and drainage flow of the roadbed, and receive external weather forecast information; Routine collaborative control steps: According to the system date, control the operation of the cooling pile (2) and keep the drainage unobstructed during the warm season, and control the cooling pile (2) to reduce the frequency or standby during the cold season; where the warm season and the cold season are fixed date ranges preset during system initialization; Drainage priority control steps: On the basis of regular coordination, if the local water content is detected to exceed the limit, the power of the local cooling pile (2) is temporarily increased to 110%-130% of the rated power and continued for a fixed duration t1. Thawing and unblocking control steps: On the basis of regular coordination, if the drainage channel (3) is detected to be at risk of freezing, start the heating and local gentle heating for a fixed time t2.
10. The integrated control method for all-time cooling and drainage of plateau railway subgrade according to claim 9, characterized in that, The gradient temperature control strategy is achieved by setting different operating power for the cooling piles (2) at different locations in the road-bridge transition section.