Linear design method and device for single-circular type broken-line magnetic levitation turnout
By using a single-circle polygonal maglev turnout alignment design method, the problem of maglev turnout alignment being difficult to adapt to diverse speed scenarios was solved. This enabled the design to adapt to different lateral passing speeds, improving the design's adaptability and safety, and reducing engineering costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHINA RAILWAY SIYUAN SURVEY & DESIGN GRP CO LTD
- Filing Date
- 2026-01-19
- Publication Date
- 2026-06-02
AI Technical Summary
Existing maglev turnout alignment design methods are insufficient to meet the engineering requirements of different lateral passing speeds. Existing specifications do not clearly define design methods, making it difficult to adapt to diverse speed scenarios.
This paper presents a design method for the alignment of a single-circle polygonal maglev turnout. By establishing constraints on the geometric parameters of the track, calculating the number of turnout beam segments, length, and turn angle, and combining dynamic simulation, the optimal alignment parameters that meet the mechanical performance and geometric requirements are selected.
A series of turnout designs with different levels of lateral passing speeds have been realized, adapting to the needs of low-speed to medium- and high-speed engineering projects, improving the adaptability and repeatability of the design, lowering the threshold for engineering applications, reducing material usage and costs, and ensuring the safe and smooth passage of trains.
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Figure CN122133221A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of maglev turnouts, and in particular relates to a method and device for designing the alignment of a single-circle broken-line maglev turnout. Background Technology
[0002] Compared with conventional wheel-rail systems, maglev rail transit features low noise, low energy consumption, high speed, and high efficiency, and is considered a promising new mode of transportation. Maglev turnouts, as a key component for track switching in maglev trains, play a vital role in the safe and stable operation of the train.
[0003] The planar alignment design of turnouts is the first step in turnout design, a crucial prerequisite for ensuring the safe passage of vehicles, and an important basis for the structural design of turnouts. The method for designing polygonal turnout alignments is "approximating curves with straight lines," forming a polygonal approximation curve on the side rails of the turnout. Due to the discontinuity at the joints, this type of turnout is often used for turnouts with lower lateral passing speeds. For example, medium- and low-speed maglev turnouts use a three-segment design, and turnouts in superconducting maglev systems also use polygonal turnouts because concrete beams cannot achieve lateral elastic bending. The single circular curve in the polygonal shape has strong turning capability, allowing for rapid turning over short distances, effectively shortening the turnout section length, improving the turnout's economy, and showing broad application prospects in the medium- and low-speed maglev field.
[0004] A search of existing patents related to maglev turnout alignment reveals that patent CN112507412A discloses a method for achieving a deflection curve shape for a high-speed maglev turnout, and patent CN212809214U discloses a deflection curve shape for a high-speed maglev turnout. Both patents primarily describe achieving the alignment by applying loads to induce beam deflection, which has limited operability in specific alignment design. Patent CN202310607542.4 discloses an articulated maglev turnout structure and turnout alignment, mainly targeting the structural design of low-speed turnouts. Patent CN111576101B discloses a high-stiffness high-speed maglev turnout support point layout. The patents CN114440784B and CN202310852822.1 disclose a turnout configuration and arrangement method, focusing on the design of the turnout support point arrangement structure. CN114440784B discloses an adaptive high-speed maglev turnout with spatial alignment reconstruction function, focusing on the use of fiber optic grating array sensors to perceive the overall turning alignment of a side-bending high-speed maglev turnout. CN202310852822.1 discloses a maglev turnout alignment and its construction method, focusing on the geometric relationships that the alignment construction needs to satisfy. The specific implementation method needs further clarification, and the factors considered in the turnout alignment design are not yet perfect, resulting in limitations in feasibility and applicability.
[0005] In summary, there are virtually no patents available for specific and feasible design methods for maglev turnout alignments. Furthermore, the "High-Speed Maglev Transportation Design Standard" (CJJ / T310-2021) only specifies turnout alignment parameters for lateral passing speeds of 98 km / h and 196 km / h; the "Medium and Low Speed Maglev Transportation Design Specification" (CJJ / T 262-2017) only specifies turnout alignment parameters for lateral passing speeds of 25 km / h. Neither of these two sets of specifications clearly defines specific turnout alignment design methods, and the two types of turnouts are insufficient to meet the actual engineering requirements for turnouts with different levels of lateral passing speeds. Summary of the Invention
[0006] To address the above-mentioned technical shortcomings, the technical problem to be solved by this invention is to provide a single-circle broken-line maglev turnout alignment design method and device. The proposed alignment design method guides the design of a series of turnout alignments to meet different lateral passing speeds, solving the problem that existing turnout alignments cannot meet the actual engineering requirements for turnouts with different levels of lateral passing speeds, and filling the gap in maglev turnout alignment design methods for medium and low speed lateral passing speeds.
[0007] Firstly, this application provides a linear design method for a single-circle polygonal maglev turnout, including: Based on the geometric parameters of the track, establish the geometric constraints of the track and determine the design requirements for the turnout angle between adjacent turnout beams. The calculation yields a combination of parameters, including the number of segments of a turnout beam, the segment length of a turnout beam, and the turning angle between adjacent turnout beams. The parameter combinations are verified according to the design requirements to obtain several preliminary parameter combinations that meet the requirements, forming a preliminary parameter set; Based on each set of preliminary parameters in the preliminary parameter set, a set of geometric design parameters for a single-circle polygonal turnout is calculated, thereby forming a design parameter set; Each set of geometric design parameters in the design parameter set is examined, and the geometric design parameter sets that meet the mechanical performance requirements are derived to form the target parameter set; Select the set of geometric design parameters with the shortest turnout length from the set of target parameters, and use it as the target design parameter for the linearity of the single-circle polygonal maglev turnout.
[0008] Optionally, based on the geometric parameters of the track, geometric constraints on the track are established, and the requirements for the turnout angle between adjacent turnout beams are determined, including: Based on the vehicle's dimensional parameters, a first constraint condition is established regarding the turning angle between adjacent turnout beams; the dimensional parameters include vehicle length, vehicle width, and beam width; Based on the longitudinal clearance of the turnout beams, establish a second constraint condition regarding the turning angle between adjacent turnout beams; Based on the first constraint and the second constraint, the required turning angle between adjacent turnout beams is determined.
[0009] Optionally, the steps for calculating the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams include: Traverse the number of segments within a predetermined segment count range according to the predetermined segment count step size. The value; and based on the number of each segment. Traverse the segment lengths within the preset segment length range according to the predetermined segment length step size. The value is used to obtain the number of segments. and segment length The combination; Determine the lateral offset of the turnout endpoint ; Based on the lateral offset of the turnout endpoint , the number of segments in several groups and segment length The combination of these factors allows for the calculation of the turning angle between several adjacent turnout beams. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
[0010] Optionally, the steps for calculating the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams include: Determine the lateral passing speed of the turnout and unbalanced centrifugal acceleration ; Unbalanced centrifugal acceleration According to the acceleration step size, traverse the unbalanced centrifugal accelerations within the preset acceleration range. The value; Based on lateral passing speed and each unbalanced centrifugal acceleration A set of turnout circular curve fitting radii were calculated. The value of is then used to obtain several sets of fitting radii for the turnout circular curve. The value; Traverse the segment lengths within the preset range according to the predetermined segment length step size. The value is then used to obtain several sets of segment lengths. The value; Based on the length of each group of segments The fitting radius of the circular curve for each set of turnouts The value is used to calculate the turn angle between a set of adjacent turnout beams. The value is then used to obtain several sets of turnout angles between adjacent turnout beams. The value; The calculated segment lengths Angle between the turnout beams of several adjacent turnouts By combining the corresponding relationships, several groups of segment lengths are obtained. Angle with adjacent turnout beam The combination; Determine the lateral offset of the turnout endpoint ; Based on the lateral offset of the turnout endpoint and the angle between the turnout beams of several adjacent turnout beams and segment length The combination yields a number of segments. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
[0011] Optionally, the step of calculating a set of geometric design parameters for a single-circle polygonal turnout alignment based on each set of preliminary parameters in the preliminary parameter set, thereby forming a design parameter set, includes: The total turn angle is calculated based on each combination of preliminary parameters in the aforementioned preliminary parameter set. Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section ; According to the total turning angle Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section The geometric design parameter combination is constructed by calculating the corresponding preliminary parameter combinations; after calculating all the geometric design parameter combinations, the design parameter set is obtained.
[0012] Optionally, the step of verifying each set of geometric design parameters in the design parameter set, deriving the geometric design parameter sets that meet the mechanical performance requirements, and forming the target parameter set includes: A high-speed maglev train-turnout coupled dynamic model is established based on the combination of geometric design parameters in the design parameter set. Numerical simulation is then performed based on the high-speed maglev train-turnout coupled dynamic model to obtain several dynamic response indices. Subsequently, the dynamic performance, deflection, throughput performance, and natural frequency of the turnout are analyzed based on the dynamic response indices, and geometric design parameters that meet the performance requirements are selected.
[0013] Optionally, the numerical simulation method includes any one of the following: quadratic filtering method, trigonometric series method, white noise filtering method, and inverse Fourier transform method.
[0014] Secondly, this application provides a linear design device for a single-circle polygonal maglev turnout, comprising: The determination module is used to establish the geometric constraints of the track based on the geometric parameters of the track, and to determine the design requirements for the turnout angle between adjacent turnout beams. The first calculation module is used to calculate the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams. The verification module is used to verify the parameter combination according to the design requirements, and obtain several preliminary parameter combinations that meet the requirements, forming a preliminary parameter set; The second calculation module is used to calculate a set of geometric design parameters for a single-circle polygonal turnout line shape based on each set of preliminary parameters in the preliminary parameter set, thereby forming a design parameter set. The inspection module is used to inspect each set of geometric design parameters in the design parameter set, and to export the geometric design parameter sets that meet the mechanical performance requirements to form a target parameter set. The filtering module is used to select the set of geometric design parameters with the shortest turnout length from the target parameter set, and use it as the target design parameter for the linearity of the single-circle polygonal maglev turnout.
[0015] Thirdly, this application provides an electronic device, including the linear design device for a single-circle broken-line magnetic levitation turnout as described above.
[0016] Fourthly, this application provides a computer-readable storage medium storing at least one piece of program code, which is executed by a processor to implement the linear design method for a single-circular polygonal maglev turnout as described in any of the preceding claims.
[0017] The beneficial effects of the technical solution provided in this application include: (1) The single-circle broken-line maglev turnout alignment design method proposed in this invention clarifies the complete design process from track geometry constraints - precise parameter calculation - multi-dimensional verification - optimal solution selection. The steps are clear and the logic is closed-loop, transforming the abstract alignment design into a quantifiable and reproducible engineering method. This solves the defects of existing specifications (CJJ / T310-2021, CJJ / T262-2017) that only specify specific lateral speed parameters and do not clarify the design method. It can realize the design of a series of turnouts with different levels of lateral passing speed, and can flexibly adapt to engineering needs from low speed to medium and high speed. It solves the problem that existing turnouts cannot cover multiple speed scenarios and improves the engineering adaptability of the technical solution.
[0018] (2) The single-circle broken line maglev turnout design method proposed in this invention takes into account the geometric matching of the train track and mechanical performance in the design process, ensuring that the line not only meets the geometric requirements, but also adapts to the structural strength of the turnout and the safety of vehicle passage, thus avoiding the defect of the prior art that "only considers the geometric relationship and ignores the actual engineering adaptability".
[0019] (3) The single-circle broken-line maglev turnout alignment design method proposed in this invention provides two complementary parameter design paths (calculating the included angle θ by the number of segments n + beam length l0, or calculating the number of segments n by the centrifugal acceleration α + beam length l0). The parameter values are clear (n=2~10, l0 is an integer multiple of 1.032, α step size 0.00001), the steps are clearly decomposed, ensuring the consistency and repeatability of the design results, without relying on the application of complex flexural loads or the derivation of fuzzy geometric relationships, which greatly reduces the threshold for engineering application.
[0020] (4) The single-circle broken line maglev turnout design method proposed in this invention has key parameters that strictly conform to the actual engineering and specification requirements. The length of the turnout beam is adjusted to an integer multiple of 1.032m, which reduces the error risk of turnout beam manufacturing and on-site installation and improves the feasibility of the design scheme.
[0021] (5) The single-circle broken line maglev turnout design method proposed in this invention first determines the upper limit of the included angle θ≤2.4557° through the geometric constraints of the vehicle and track (vehicle length, beam longitudinal gap), then verifies it through 5 indicators such as kinetic energy loss, unbalanced centrifugal acceleration and increment, and total turnout length, and finally verifies the mechanical performance through static deformation, vehicle-turnout-foundation dynamic coupling and modal analysis, so as to ensure the safe and stable passage of the train in all aspects.
[0022] (6) The single-circle broken line maglev turnout alignment design method proposed in this invention, under the premise of satisfying all constraints, effectively reduces the amount of turnout beam material, shortens the space occupied by the line, and reduces the cost of turnout manufacturing, transportation and engineering construction by screening the optimal alignment with the "minimum total length of the turnout", while taking into account both technological advancement and economic rationality.
[0023] (7) The single-circle broken-line maglev turnout alignment design method proposed in this invention has a core design logic (geometric parameter calculation - multi-dimensional verification - optimal solution screening) that is not only applicable to single turnouts, but can also be directly extended to derivative types such as three-turnouts, five-turnouts, and single crossover turnouts, as well as the single-circle broken-line alignment design of superconducting maglev turnouts. It provides a unified design paradigm for the diversified track changing needs in maglev rail transit networks, which is conducive to technology promotion and standardization. Attached Figure Description
[0024] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0025] Figure 1 A flowchart illustrating the linear design method for a single-circle polygonal maglev turnout provided in an embodiment of this application; Figure 2 A flowchart illustrating the calculation method for the number of segments of a turnout beam, the segment length of a turnout beam, and the turning angle between adjacent turnout beams, provided in an embodiment of this application. Figure 3 A flowchart illustrating the calculation method for the number of segments of a turnout beam, the segment length of a turnout beam, and the turning angle between adjacent turnout beams, provided for another embodiment of this application; Figure 4 This is a schematic diagram of the structure of a turnout beam provided in one embodiment of this application; Figure 5 This is a schematic diagram of the structure of a turnout beam provided in another embodiment of this application; Figure 6 This is a schematic diagram of the structure of a turnout beam provided in another embodiment of this application; Figure 7 A schematic diagram of the running gear model of a vehicle provided in an embodiment of this application; Figure 8 This is a schematic diagram of a vehicle model provided in one embodiment of this application; Figure 9 A comparison diagram of left-rail vertical inversion and actual measurement provided in an embodiment of this application; Figure 10A comparison diagram of right-rail vertical inversion and actual measurement provided in an embodiment of this application; Figure 11 A comparison diagram of left-rail lateral inversion and actual measurement provided for an embodiment of this application; Figure 12 A comparison diagram of left-rail lateral inversion and actual measurement provided for an embodiment of this application; Figure 13 A schematic diagram of an optimal turnout alignment provided in an embodiment of this application; Figure 14 A structural block diagram of a linear design method for a single-circle polygonal maglev turnout provided in an embodiment of this application; Figure 15 This is a structural block diagram of an electronic device provided in an embodiment of this application.
[0026] The attached figures are labeled as follows: 1: Vehicle; 11: Car body; 12: Bolt; 13: Swing arm; 14: Braking electromagnet; 15: Suspension electromagnet; 16: Guide electromagnet; 17: Suspension frame; 2: Turnout beam; 21: Determination Module; 22: First Calculation Module; 23: Verification Module; 24: Second Calculation Module; 25: Inspection Module; 26: Screening Module; 31: Processor; 32: Memory; Detailed Implementation To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.
[0027] Figure 1 This is a flowchart illustrating a linear design method for a single-circle polygonal maglev turnout according to an embodiment of this application. See also... Figure 1 ,include, S101. Based on the geometric parameters of the track, establish the geometric constraints of the track and determine the design requirements for the turning angle of adjacent turnout beams.
[0028] In some examples, step S101 includes: S1011. Based on the vehicle's dimensional parameters, establish the first constraint condition regarding the turning angle between adjacent turnout beams; the dimensional parameters include vehicle length, vehicle width, and beam width.
[0029] S1012. Based on the longitudinal clearance of the turnout beams, establish a second constraint condition regarding the turning angle between adjacent turnout beams.
[0030] S1013. Determine the requirements for the turning angle of adjacent turnout beams based on the first constraint and the second constraint.
[0031] In some examples, the first constraint is the relationship between vehicle length, vehicle width, beam width and the turn angle between adjacent turnout beams.
[0032]
[0033] In the formula, This indicates the gap between the vehicle body and the side wall; The angle between adjacent turnout beams; Width of the maglev vehicle; For beam width; This refers to the length of the maglev vehicle.
[0034] In some examples, According to CJT 367-2011 General Technical Conditions for High-Speed Maglev Transportation Vehicles, the length is taken as 3.7m. Take 2.8m, Take 28m (take the larger of 24.768m and 27.211m). Substitute this into the above formula to calculate the turning angle between adjacent turnout beams. Not exceeding 7.569°.
[0035] In some examples, the second constraint is the requirement of the longitudinal clearance of the turnout beams on the turning angle of adjacent turnout beams.
[0036]
[0037] In the formula, Indicates the turning angle of adjacent turnout beams; Indicates the longitudinal clearance between adjacent turnout beams; This indicates the width of the beam.
[0038] Because the turnout beams need to be moved and rotated laterally in the turnout section, the gap between adjacent beams is wider than that in the main line section, and is set to 0.06m. Therefore, in order to ensure that adjacent beams do not interfere with each other in the turnout state, a maximum turnout angle limit should be set.
[0039] During the turn, the center of the beam still maintains With a gap of 0.06m, the gap increases on the outer side and decreases on the inner side, so it should be ensured that there is no interference on the inner side of the beam.
[0040] In some examples, Taking 2.8m as an example, and substituting it into the second constraint condition for calculation, we can find that the turning angle of adjacent turnout beams does not exceed 2.4557°.
[0041] Combining the first and second constraints mentioned above, the results obtained from the two formulas are... The value is the minimum.
[0042] For example, based on the exemplary parameter combination described above, the result calculated using the first and second constraint conditions is... The value cannot exceed 2.4557°, or 0.04286 radians.
[0043] It should be noted that the turning angle between adjacent turnout beams calculated in step S101 of this application using the aforementioned first and second constraint conditions is... The value is mainly used as a verification condition in subsequent design.
[0044] S102. Calculate the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams. In some examples, the number of segments, segment length, and turn angle of a single circular maglev turnout can be calculated using the following two methods.
[0045] See Figure 2 The flowchart of one calculation method in this application includes: S1021a. Traverse the number of segments within a preset range according to the predetermined segment number step size. The value; and based on the number of each segment. Traverse the segment lengths within the preset segment length range according to the predetermined segment length step size. The value is used to obtain the number of segments. and segment length The combination of .
[0046] S1022a, Determine the lateral offset of the turnout endpoint .
[0047] S1023a, Based on the lateral offset of the turnout endpoint , the number of segments in several groups and segment length The combination of these factors allows for the calculation of the turning angle between several adjacent turnout beams. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
[0048] The number of segments for a single-circle maglev turnout is determined using the first method described above. Length of turnout segments Angle between adjacent turnout beams The specific process is as follows: First, input lateral passing speed Number of turnout segments Take values from 2 to 10 in ascending order according to the step size (set to 1).
[0049] For each segment number The value of is determined according to the specifications for the segment length of the turnout beam. It needs to be an integer multiple of 1.032, making the length of a single segment... , The value ranges from 1 to 100. For each stage number... , Each value is taken from 1 to 100 according to a certain step size (e.g., step size of 1).
[0050] For example, when When =2, the length of a single segment , Take values from 1 to 100, that is... The value is taken from 1.032 to 103.2 in ascending order with a step size of 1.032, and then when... When =2, 100 sets can be obtained through calculation. The value is used to obtain the length of 100 sets of turnout alignments. In the formula (Indicates the length of the turnout alignment). And so on, when... When n=3, the lengths of 100 turnout alignments are calculated, and the calculation ends when n=10.
[0051] Secondly, once the total number of segments is determined... Segment length After combining the parameters, the determined lateral offset of the turnout endpoint is used. Calculate the angle between adjacent turnout beams For example, the determined lateral offset of the turnout endpoint. It can be 3.65.
[0052] The specific calculation formula is as follows:
[0053] In the formula, Indicates the lateral offset of the turnout endpoint; Indicates the segment length of the turnout beam; Indicates the number of segments in the turnout beam; This indicates the angle between adjacent turnout beams.
[0054] Number of segments Values, corresponding to several different segment lengths. ,pass Calculate the corresponding With this value determined, the range of all key parameters for the turnout alignment has been finalized.
[0055] As an example, the calculated key parameters can be represented as follows:
[0056] In the formula, Indicates the first indivual The possible values, for example The value ranges from 2 to 10, and It is an integer. Indicates the first The possible values for the length of each segment, for example... The value range is 1 to 100. Represents the calculated first... indivual The value of .
[0057] In the above calculation process, each The value will correspond to 100. The value, and each The value and The combination of values can be used to calculate a corresponding value. The value is then used to obtain multiple sets of values. , , The combination of key parameters that form the result.
[0058] See Figure 3 The flowchart below illustrates the second calculation method provided in this application. It includes: S1021b, Determine the lateral passing speed of the turnout. and unbalanced centrifugal acceleration .
[0059] S1022b, Unbalanced centrifugal acceleration According to the acceleration step size, traverse the unbalanced centrifugal accelerations within the preset acceleration range. The value of .
[0060] S1023b, Based on lateral passing speed and each unbalanced centrifugal acceleration A set of turnout circular curve fitting radii were calculated. The value of is then used to obtain several sets of fitting radii for the turnout circular curve. The value of .
[0061] S1024b: Traverse the segment length within the preset segment length range according to the predetermined segment length step. The value is then used to obtain several sets of segment lengths. The value of .
[0062] S1025b, based on the length of each group of segments The fitting radius of the circular curve for each set of turnouts The value is used to calculate the turn angle between a set of adjacent turnout beams. The value is then used to obtain several sets of turnout angles between adjacent turnout beams. The value of .
[0063] S1026b, Calculate the segment lengths of several groups. Angle between the turnout beams of several adjacent turnouts By combining according to the corresponding relationships, several groups of segment lengths are obtained. Angle with adjacent turnout beam The combination of .
[0064] S1027b, Determine the lateral offset of the turnout endpoint. .
[0065] S1028b, Based on the lateral offset of the turnout endpoint and the angle between the turnout beams of several adjacent turnout beams and segment length The combination yields a number of segments. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
[0066] More specifically, the process of the second calculation method is as follows: Lateral passing speed and unbalanced centrifugal acceleration , To ensure design accuracy, centrifugal acceleration was not balanced. The value is taken from 0.49999 to 0.00001 in a certain step size (e.g., 0.00001).
[0067] Calculate the fitting radius of the turnout circular curve and the included angle between adjacent turnout beams The calculation formula is as follows:
[0068]
[0069] In the formula, can be and Indicates; where the radius of the turnout circular curve is... It refers to the radius of the circumcircle of the broken line formed by the centerlines of each section of track on the turnout.
[0070] According to the specifications, the length of a single segment of the turnout beam is... , Take values from 1 to 100, that is... The value is taken from 1.032 to 103.2 in ascending order, with a step size of 1.032.
[0071] Using the determined lateral offset of the turnout endpoint (For example =3.65) Calculate the number of turnout segments The value; select For integers (with an error less than 1e-5) and A solution can then be obtained;
[0072] Different unbalanced centrifugal accelerations Values, corresponding to several different segment lengths. ,pass Calculate the number of turnout segments Value, select The solution is a positive integer greater than or equal to 2. At this point, the range of all key parameters of the turnout alignment has been calculated.
[0073] To facilitate understanding of the single-circle polygonal maglev turnout provided in this application, a schematic diagram of a single-circle polygonal maglev turnout is provided. See also... Figure 4 , Figure 4 The diagram shows the structure of a single-circle polygonal maglev turnout with 4 segments. The turnout alignment is composed of... =4 segments of equal length The turnout beam consists of (O-A1 is the first segment, A1-A2 is the second segment, A2-A3 is the third segment, and A3-A4 is the fourth segment), and the included angle between adjacent turnout beam segments. Equal; the lengths of each section of the turnout alignment It must be an integer multiple of 1.032.
[0074] To facilitate a further understanding of several parameters of the turnout beam, this application provides schematic diagrams of some single-circle polygonal maglev turnouts to illustrate the correspondence between parameters and structure.
[0075] See Figure 5 The figure shows vehicle 1 and turnout beam 2, as well as the turning angle between adjacent turnout beams. Liang Kuan Magnetic levitation vehicle width and The specific location.
[0076] See Figure 6 Specifically shown The correspondence between the structure and the structure.
[0077] S103. Verify the parameter combination according to the design requirements to obtain several preliminary parameter combinations that meet the requirements, forming a preliminary parameter set.
[0078] For the calculated , , The value is verified: (1) The value must satisfy the geometric constraints of the vehicle track (i.e., meet the design requirements of step S101) and cannot exceed the maximum value calculated in step S101. (As in the provided embodiment, the maximum adjacent turnout beam turning angle calculated in step S101) ≤0.04286 radians).
[0079] (2) Using the formula , Calculate kinetic energy loss , In the formula, It represents half of the angle between adjacent turnout beams; Indicates kinetic energy loss; This represents the maximum kinetic energy loss, for example, =0.65km 2 / h 2 .
[0080] Unbalanced centrifugal acceleration ,For example Unbalanced centrifugal acceleration increment ,For example .
[0081] (3) Using the formula Calculate the length of the turnout turnout length It must not be less than the length of a single car section (For example =24.768m, then 24.768m).
[0082] When all five indicators (1) to (3) above meet the limit requirements, output the corresponding turnout alignment key parameter: number of turnout beam segments. Length of a single turnout beam Angle with adjacent turnout beam Otherwise, no output is given. The output parameter combination serves as the initial parameter combination, which in turn forms the initial parameter set.
[0083] S104. Based on each set of preliminary parameters in the preliminary parameter set, calculate a set of geometric design parameters for a single-circle broken-line turnout, thereby forming a design parameter set.
[0084] In some examples, step S104 includes: S1041. Calculate the total turn angle based on each set of preliminary parameters in the preliminary parameter set. Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section ; S1042, Based on the total turn angle Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section The geometric design parameter combination is constructed by calculating the corresponding preliminary parameter combinations; after calculating all the geometric design parameter combinations, the design parameter set is obtained.
[0085] More specifically, the calculation process for step S104 is as follows: Total turning angle : ; Coordinates of each turnout node ,For example In The value range is 1~ Then we can obtain the results respectively. , … .
[0086] The calculation process is as follows:
[0087] More specifically, , … The calculation process for etc is as follows: ,
[0088] ,
[0089] … ,
[0090] Calculate the relationship between each turnout beam and coordinates of the intersection point ( The value range is 2~ That is, calculate separately. , , ..., .
[0091] in, The specific calculation process is as follows:
[0092] More specifically, , , ..., The calculation processes for the numbers are as follows:
[0093]
[0094] …
[0095] coordinates of the end point of the turnout straight section :
[0096] S105. Examine each set of geometric design parameters in the design parameter set, and derive the geometric design parameter sets that meet the mechanical performance requirements to form the target parameter set.
[0097] In some examples, step S105 includes: A high-speed maglev train-turnout coupled dynamic model is established based on the combination of geometric design parameters in the design parameter set. Numerical simulation is then performed based on the high-speed maglev train-turnout coupled dynamic model to obtain several dynamic response indices. Subsequently, the dynamic performance, deflection, throughput performance, and natural frequency of the turnout are analyzed based on the dynamic response indices, and geometric design parameters that meet the performance requirements are selected.
[0098] More specifically, step S105 includes: After determining all design parameters for different turnout alignments, a refined static analysis model of the turnout beam, a magnetic buoyancy coupling analysis model of the vehicle-turnout-subfoundation system, and a modal analysis model are established. These models are used to calculate the stress and deformation of the turnout, the dynamic performance of the vehicle-turnout system, the deflection of the turnout beam, the turnout's throughput performance, and whether its natural frequencies meet the specifications. The first-order natural frequency is also considered. , This represents the maximum lateral passing speed of the turnout. This refers to the span of a single-span turnout beam.
[0099] The overall alignment parameters of the turnout beam are determined according to the alignment parameters determined by the above method, and the specific structural parameters are determined according to the actual engineering design parameters. The finite element model is established using solid elements.
[0100] Referring to the structure of the TR08 high-speed maglev vehicle, this application provides a schematic diagram of the model structure, see [link / reference]. Figure 7 and Figure 8 The vehicle body 11, bolster 12, swing arm 13, and braking electromagnet 14 are considered as rigid bodies. The established flexible levitation electromagnet 15 and flexible guide electromagnet 16 are connected to the support arm of the flexible suspension frame 17 via spring-damping force elements. The air spring between the bolster and the suspension frame is simplified to a linear spring-damper, forming a dynamic model of the running gear for the flexible model. Replacing the levitation electromagnet 15 and guide electromagnet 16 with rigid bodies forms a dynamic model of the running gear for the rigid-flexible model. Further replacing the flexible suspension frame 17 with a rigid suspension frame 17 established in the section forms a dynamic model of the running gear for the rigid model.
[0101] The rigid model has 185 degrees of freedom, the rigid-flexible model has 245 degrees of freedom (165 rigid body degrees of freedom + 80 flexible body modes), and the flexible model has 705 degrees of freedom (165 rigid body degrees of freedom + 540 flexible body modes).
[0102] To facilitate results analysis, the four suspension frames of the vehicle are designated as the first to fourth suspension frames from front to back, and the suspension (guiding) electromagnets are designated as the first to seventh suspension (guiding) electromagnets on the left or right side.
[0103] Using finite element software, a high-speed maglev car-turnout coupled dynamic model, a detailed vehicle dynamic model, and suspension and guidance control that are consistent with reality were built.
[0104] Application of unevenness at high-speed maglev turnouts: The track irregularity spectrum describes the functional relationship between the wavelength and amplitude of track irregularities, reflecting the smoothness and quality of the track. It can also serve as an important input excitation for the dynamic analysis of vehicle-track systems and is widely used in the dynamic simulation and modeling of vehicle systems. However, the obtained track spectral density function is all in the frequency domain, and the spatial or time domain sequence of track irregularities needs to be obtained through numerical simulation for use in vehicle simulation operation analysis.
[0105] In some examples, the numerical simulation method used in this application includes any one of the following: quadratic filtering method, trigonometric series method, white noise filtering method, and inverse Fourier transform method.
[0106] Among them, the inverse Fourier transform has good versatility and high computational accuracy, and can be well applied to the numerical simulation of random processes of railway track irregularities.
[0107] In some examples, the power spectrum is inverted using the inverse Fourier transform method. The inversion steps are as follows: The first step is to convert the track irregularity spectrum of high-speed maglev into a two-sided spectrum. Let the total time position of the simulated time series be... The time interval is Then the number of sampling points in the time domain and frequency domain is .
[0108] The second step, based on the relationship between power spectral density and time series, yields:
[0109] In the formula, ; Indicates Fourier transform; This is represented as the simulated value of track irregularity at the nth mileage sampling point; This represents the power spectral density function of orbital irregularities with K as the independent variable; In Indicates the frequency domain sampling point index; In This indicates the frequency domain sampling interval.
[0110] The third step involves generating the spectral phase, which also exhibits randomness, by means of a uniform distribution between 0 and 2π. Let... It is an independent phase sequence, with the mean of each component being 0. Because the Fourier transform of a real sequence is a complex sequence (even-symmetric in the real part and odd-symmetric in the imaginary part), therefore... It is a complex sequence with a modulus of 1, therefore we can let:
[0111] In the formula, It follows a distribution between 0 and 2π. It represents the phase angle of the nth sampling point in the random phase sequence of the frequency domain spectrum of track irregularities.
[0112] Then, from the formula, we can obtain the spectrum value as follows:
[0113] In the formula: This represents the random phase angle at the k-th sampling point in the frequency domain spectrum of the track irregularity; .
[0114] (4) The simulated values can be obtained by performing an inverse Fourier transform on the spectrum value sequence:
[0115] In the formula, .
[0116] Numerical simulations of the power spectrum of orbital elevation irregularities were performed based on the aforementioned inverse Fourier transform. When the maximum wavelength of the inversion was 100 m, the time-domain waveforms before and after the inversion were as follows: Figures 9 to 12 As shown.
[0117] in, Figure 9 This is a comparison chart of the vertical inversion and actual measurement of the left rail. Figure 10 Comparison of right-rail vertical inversion and actual measurement. Figure 9 and Figure 10 Used for vertical inversion of orbits with a maximum wavelength of about 100m and comparison with actual measurements. Figure 11 This is a comparison chart of the left-side lateral inversion and actual measurement. Figure 12 This is a comparison chart of the right-side lateral inversion and actual measurement. Figure 11 and Figure 12 Used for orbital lateral inversion and comparison with actual measurements at a maximum wavelength of approximately 100m.
[0118] As shown in the figure above, when the maximum wavelength of the inversion is 100m, the inverted odometer irregularity sample and the measured irregularity sample are in good agreement in both amplitude and phase. This is because the maximum measurement wavelength when measuring irregularities is approximately 100m, which is consistent with engineering practice, and the inverted irregularity sample is relatively reliable.
[0119] The above model enables coupled analysis of vehicle passing through the turnout. By outputting dynamic response indicators such as vehicle vibration acceleration, turnout vibration acceleration, and dynamic displacement, the dynamic performance of the turnout system, the deflection of the turnout beam, the turnout passing performance, and the dynamic response of the natural frequency can be analyzed.
[0120] S106. Select the set of geometric design parameters with the smallest turnout length from the target parameter set, and use it as the target design parameter for the linearity of the single-circle broken-line maglev turnout.
[0121] To improve the economy and applicability of turnouts, under the premise of meeting the above requirements, the minimum turnout length is determined. The corresponding alignment is the optimal turnout alignment, and the turnout length is... Take the smallest value possible, thereby determining the corresponding number of turnout beam segments. Length of a single segment turnout beam Angle between adjacent turnout beams And the relevant design parameters of the turnout alignment.
[0122] The above method can be used to achieve the alignment design of a single turnout. For other types of turnouts derived from the single turnout, such as three-way turnouts, five-way turnouts, and single crossover turnouts, the same method can be used to achieve the alignment design.
[0123] By changing the requirements for the single span length of the turnout beam (the length of the superconducting maglev turnout beam is 9+1.8n), the lateral acceleration, the lateral acceleration increment, and other limit requirements, the design of a single circular polygonal turnout for superconducting maglev can also be realized through the above method. The design principle, method, and process are the same.
[0124] Table 1: Main technical parameters of turnouts with lateral passing speed v=40km / h
[0125] Taking a lateral passing speed of v=40km / h as an example, the optimal turnout alignment obtained through the above process and calculations can be found in [link to relevant documentation]. Figure 13 .
[0126] Figure 14 This is a structural block diagram of a linear design device for a single-circular polygonal maglev turnout provided in one embodiment of this application. See also... Figure 14 ,include: The determination module 21 is used to establish the geometric constraints of the track based on the geometric parameters of the track, and to determine the design requirements for the turn angle of adjacent turnout beams. The first calculation module 22 is used to calculate the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams. The verification module 23 is used to verify the parameter combination according to the design requirements, and obtain several preliminary parameter combinations that meet the requirements to form a preliminary parameter set. The second calculation module 24 is used to calculate a set of geometric design parameters for a single-circle polygonal turnout line shape based on each set of preliminary parameter combinations in the preliminary parameter set, thereby forming a design parameter set; The inspection module 25 is used to inspect each set of geometric design parameters in the design parameter set, and to export the geometric design parameter sets that meet the mechanical performance requirements to form a target parameter set. The filtering module 26 is used to select the set of geometric design parameters with the smallest turnout length from the target parameter set, as the target design parameters for the linearity of the single-circle broken-line maglev turnout.
[0127] Figure 15 This is a structural block diagram of an electronic device provided according to an embodiment of this application. See also... Figure 15 Electronic devices may include: Figure 14The single-circular zigzag maglev turnout linear design device is described above. Typically, the electronic equipment includes a processor 31 and a memory 32. The processor 31 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 31 can be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 31 may also include a main processor and a coprocessor. The main processor is used to process data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor used to process data in the standby state. The memory 32 may include one or more computer-readable storage media, which may be non-transitory. The memory 32 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage medium in memory 32 is used to store at least one instruction, which is executed by processor 31 to implement the linear design method for a single-circular polygonal maglev turnout performed by an electronic device provided in the method embodiments of this application.
[0128] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims
1. A linear design method for a single-circle polygonal maglev turnout, characterized in that, include: Based on the geometric parameters of the track, establish the geometric constraints of the track and determine the design requirements for the turnout angle between adjacent turnout beams. The calculation yields a combination of parameters, including the number of segments of a turnout beam, the segment length of a turnout beam, and the turning angle between adjacent turnout beams. The parameter combinations are verified according to the design requirements to obtain several preliminary parameter combinations that meet the requirements, forming a preliminary parameter set; Based on each set of preliminary parameters in the preliminary parameter set, a set of geometric design parameters for a single-circle polygonal turnout is calculated, thereby forming a design parameter set; Each set of geometric design parameters in the design parameter set is examined, and the geometric design parameter sets that meet the mechanical performance requirements are derived to form the target parameter set; Select the set of geometric design parameters with the shortest turnout length from the set of target parameters, and use it as the target design parameter for the linearity of the single-circle polygonal maglev turnout.
2. The linear design method for a single-circle polygonal maglev turnout according to claim 1, characterized in that, Based on the geometric parameters of the track, establish the geometric constraints of the track, and determine the requirements for the turnout angle between adjacent turnout beams, including: Based on the vehicle's dimensional parameters, a first constraint condition is established regarding the turning angle between adjacent turnout beams; the dimensional parameters include vehicle length, vehicle width, and beam width; Based on the longitudinal clearance of the turnout beams, establish a second constraint condition regarding the turning angle between adjacent turnout beams; Based on the first constraint and the second constraint, the required turning angle between adjacent turnout beams is determined.
3. The linear design method for a single-circle polygonal maglev turnout according to claim 1, characterized in that, The steps for calculating the number of segments, segment lengths, and turning angles between adjacent turnout beams of a given turnout beam include: Traverse the number of segments within a predetermined segment count range according to the predetermined segment count step size. The value; and based on the number of each segment. Traverse the segment lengths within the preset segment length range according to the predetermined segment length step size. The value is used to obtain the number of segments. and segment length The combination; Determine the lateral offset of the turnout endpoint ; Based on the lateral offset of the turnout endpoint , the number of segments in several groups and segment length The combination of these factors allows for the calculation of the turning angle between several adjacent turnout beams. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
4. The linear design method for a single-circle polygonal maglev turnout according to claim 1, characterized in that, The steps for calculating the number of segments, segment lengths, and turning angles between adjacent turnout beams of a given turnout beam include: Determine the lateral passing speed of the turnout and unbalanced centrifugal acceleration ; Unbalanced centrifugal acceleration According to the acceleration step size, traverse the unbalanced centrifugal accelerations within the preset acceleration range. The value; Based on lateral passing speed and each unbalanced centrifugal acceleration A set of turnout circular curve fitting radii were calculated. The value of is then used to obtain several sets of fitting radii for the turnout circular curve. The value; Traverse the segment lengths within the preset range according to the predetermined segment length step size. The value is then used to obtain several sets of segment lengths. The value; Based on the length of each group of segments The fitting radius of the circular curve for each set of turnouts The value is used to calculate the turn angle between a set of adjacent turnout beams. The value is then used to obtain several sets of turnout angles between adjacent turnout beams. The value; The calculated segment lengths Angle between the turnout beams of several adjacent turnout beams By combining the corresponding relationships, several groups of segment lengths are obtained. Angle with adjacent turnout beam The combination; Determine the lateral offset of the turnout endpoint ; Based on the lateral offset of the turnout endpoint and the angle between the turnout beams of several adjacent turnout beams and segment length The combination yields a number of segments. The value is then used to obtain several sets of segment numbers. Segment length Angle between adjacent turnout beams The combination of parameters.
5. The linear design method for a single-circle polygonal maglev turnout according to claim 1, characterized in that, The steps for calculating a set of geometric design parameters for a single-circle polygonal turnout alignment based on each set of preliminary parameters in the preliminary parameter set, and thus forming a set of design parameters, include: The total turn angle is calculated based on each combination of preliminary parameters in the aforementioned preliminary parameter set. Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section ; According to the total turning angle Turning node coordinates Each turnout beam and coordinates of the intersection of the axes , coordinates of the end point of the turnout straight section The geometric design parameter combination is constructed by calculating the corresponding preliminary parameter combinations; after calculating all the geometric design parameter combinations, the design parameter set is obtained.
6. The linear design method for a single-circle polygonal maglev turnout according to claim 1, characterized in that, The steps for verifying each set of geometric design parameters in the design parameter set, deriving the geometric design parameter sets that meet the mechanical performance requirements, and forming the target parameter set include: A high-speed maglev train-turnout coupled dynamic model is established based on the combination of geometric design parameters in the design parameter set. Numerical simulation is then performed based on the high-speed maglev train-turnout coupled dynamic model to obtain several dynamic response indices. Subsequently, the dynamic performance, deflection, throughput performance, and natural frequency of the turnout are analyzed based on the dynamic response indices, and geometric design parameters that meet the performance requirements are selected.
7. The linear design method for a single-circle polygonal maglev turnout according to claim 6, characterized in that, The numerical simulation method includes any one of the following: quadratic filtering method, trigonometric series method, white noise filtering method, and inverse Fourier transform method.
8. A linear design device for a single-circle polygonal maglev turnout, characterized in that, include: The determination module is used to establish the geometric constraints of the track based on the geometric parameters of the track, and to determine the design requirements for the turnout angle between adjacent turnout beams. The first calculation module is used to calculate the parameter combination of the number of segments of a turnout beam, the segment length of the turnout beam, and the turning angle between adjacent turnout beams. The verification module is used to verify the parameter combination according to the design requirements, and obtain several preliminary parameter combinations that meet the requirements, forming a preliminary parameter set; The second calculation module is used to calculate a set of geometric design parameters for a single-circle polygonal turnout line shape based on each set of preliminary parameters in the preliminary parameter set, thereby forming a design parameter set. The inspection module is used to inspect each set of geometric design parameters in the design parameter set, and to export the geometric design parameter sets that meet the mechanical performance requirements to form a target parameter set. The filtering module is used to select the set of geometric design parameters with the shortest turnout length from the target parameter set, and use it as the target design parameter for the linearity of the single-circle polygonal maglev turnout.
9. An electronic device, characterized in that, Includes the linear design device for a single-circle broken-line maglev turnout as described in claim 8.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is executed by a processor to implement the linear design method for a single-circle polygonal maglev turnout as described in any one of claims 1 to 7.