Joint type superconducting high-speed maglev turnout linear design method and turnout

Abstract

This invention provides a method for designing the alignment of an articulated superconducting high-speed maglev turnout, and the turnout itself. The method includes: determining the maximum allowable turnout angle between adjacent turnout beams; using the train's lateral passing speed and traversing lateral acceleration as design inputs, and the total turnout angle and the lateral offset at the turnout endpoint as outputs, parametrically modeling the turnout alignment using a piecewise fitting method with a polygonal line composed of several straight line segments; solving for feasible polygonal line fitting results that achieve a preset offset standard for the lateral offset at the turnout endpoint; verifying the feasible polygonal line fitting results with multi-dimensional indices, including dynamic and geometric indices, and performing mechanical performance analysis on the verified polygonal line fitting results; selecting the alignment with the minimum total turnout length from the fitting results that pass the mechanical performance analysis as the optimal turnout alignment. This invention provides a turnout alignment design method that solves the problem that existing turnouts cannot cover diverse speed scenarios, improving the engineering adaptability of the technical solution.

Description

Technical Field

[0001] This invention relates to the field of high-speed maglev turnout technology, and in particular to a method for designing the alignment of an articulated superconducting high-speed maglev turnout and the turnout itself. 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] Currently, conventional flexible bendable maglev turnouts are the main type of high-speed maglev turnouts. The turnout beam is a steel beam. When the turnout switches, a continuous flexible bendable steel beam is driven by hydraulic or electromechanical means to switch the turnout steel beam from the straight track to the side track.

[0004] Superconducting electric maglev trains are driven by long stator linear motors installed on both sides of the guide rail and suspension frame. When running at high speed, the superconducting coils on the suspension frame and the figure-eight coils on the side wall interact to achieve levitation and guidance. The turnout beams in superconducting maglev trains are concrete beams. Since concrete beams cannot achieve lateral elastic bending, broken-line turnouts are often used to "turn curves into straight lines" to achieve switching.

[0005] 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. However, current methods still lack specific and feasible design approaches for the alignment of maglev turnouts. Summary of the Invention

[0006] This invention provides a method for designing the alignment of articulated superconducting high-speed maglev turnouts and the turnouts themselves, in order to address the shortcomings of existing turnout alignments in the prior art, which are unable to meet the requirements of turnouts with different lateral passing speeds in actual engineering projects. This invention realizes a method for designing the alignment of articulated superconducting high-speed maglev turnouts, thus filling the gap in the design methods for superconducting high-speed maglev turnouts.

[0007] This invention provides a method for designing the alignment of articulated superconducting high-speed maglev turnouts, comprising: The maximum allowable turn angle between adjacent turnout beams is determined based on vehicle length constraints and turnout beam clearance constraints. Using the train's lateral passing speed and lateral acceleration as design inputs, and the total turnout angle and the lateral offset of the turnout endpoint as outputs, a piecewise fitting method is used to parametrically model the turnout alignment using a polyline composed of several straight line segments. This method involves sequentially connecting the first transition curve segment, the circular curve segment, and the second transition curve segment to characterize the turnout alignment. The feasible piecewise fitting result that makes the lateral offset of the turnout endpoint reach the preset offset standard is obtained. The length of the straight line segment is constrained by the ground coil of the superconducting magnetic levitation structure, and the offset angle between two adjacent straight line segments does not exceed the maximum turnout angle. The feasible piecewise linear fitting results are verified by multi-dimensional indices including dynamic and geometric indices, and the mechanical performance of the verified piecewise linear fitting results is analyzed. Based on the fitting results obtained through mechanical performance analysis, the turnout alignment with the minimum total length is selected as the optimal turnout alignment.

[0008] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout includes the following steps: Firstly, a transition curve segment, a circular curve segment, and second transition curve segment, which are sequentially connected to characterize the turnout alignment, are parametrically modeled using a piecewise fitting method with a polygonal line composed of several straight line segments to characterize the turnout alignment. Using several straight line segments with the same deflection angle and equal length as chords, the first transition curve is parametrically modeled to obtain the coordinates of the endpoint of the first transition curve and the length of the first transition curve with polyline fitting. Parametric modeling of the circular curve segment is performed using several straight line segments with the same deflection angle and equal length as chords, wherein the corresponding geometric parameter model is preset according to the angular relationship between the circular curve segment and the first transition curve segment and the second transition curve segment; The geometric parameters of the second transition curve segment are the same as those of the first transition curve segment.

[0009] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout is provided, wherein the first transition curve segment is fitted using two straight line segments.

[0010] According to the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention, the step of pre-setting a corresponding geometric parameter model based on the angular relationship between the circular curve segment and the first transition curve segment and the second transition curve segment specifically includes: For cases where the first included angle between the fitted straight line segment at the end of the first transition curve segment and the fitted straight line segment at the beginning of the circular curve segment, the deflection angle of the fitted straight line segment of the circular curve segment, and the second included angle between the fitted straight line segment at the end of the circular curve segment and the first straight line segment of the second transition curve segment are equal, a first parameter model is constructed. For the case where the first included angle and the second included angle are equal, but not equal to the deflection angle of the fitted straight line segment of the circular curve segment, a second parameter model is constructed; For the case where the first included angle or the second included angle is equal to the deflection angle of the fitted straight line segment of the circular curve segment, and the first included angle is not equal to the second included angle, a third parameter model is constructed. For cases where the first included angle, the second included angle, and the deflection angle of the fitted straight line segment of the circular curve segment are all unequal, a fourth parameter model is constructed.

[0011] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout is provided. Under the first parameter model, the radius of the circular curve is calculated based on the lateral passing speed and the lateral acceleration of the traversal. The number of segments of the traversal circular curve is taken, and the length of the straight segment of the circular curve that satisfies the lateral offset of the turnout endpoint is calculated in reverse. In the case of the second parameter model, the combination of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curve is traversed to find the uniform connection angle that satisfies the lateral offset of the turnout endpoint. In the case of the third parameter model, we iterate through the combinations of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curves, and then reversely calculate the connection angle that satisfies the lateral offset of the turnout endpoint and is not equal to the deflection angle of the straight segments of circular curves. In the case of the fourth parameter model, we iterate through the combinations of lateral acceleration, number of circular curve segments, chord length of circular curve and a connecting angle, and then find another connecting angle that satisfies the lateral offset of the turnout endpoint. The connecting angle is either the first angle or the second angle.

[0012] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout includes the step of parametrically modeling the first transition curve using several straight segments of equal deflection angle as chords. The design inputs are the train's lateral passing speed and the lateral acceleration within a preset range and traversed by a preset step size. The spiral curve is used as the transition curve, and the spiral curve radius and minimum transition curve length are parameterized. The coordinates of the endpoint of the first transition curve are calculated based on the number of segments of the first transition curve, the minimum length of the transition curve, and the radius of the spiral curve. Solve for the arc length corresponding to the first straight segment of the first transition curve, and solve for the theoretical length of the first straight segment based on the arc length; Based on the length of the straight line segment, the actual length of the first transition curve is determined by rounding up from the constraint of the ground coil of the superconducting magnetic levitation structure, and the actual endpoint coordinates of the first transition curve are obtained by inversion.

[0013] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout is provided, wherein the dynamic indicators include kinetic energy loss indicators, lateral acceleration indicators, and lateral acceleration change rate indicators. The geometric constraints include maximum turn angle constraints, length constraints for transition curves and circular curves, to ensure that the minimum straight segment length of the fitted transition curve or circular curve is not less than the length of one train car.

[0014] According to the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention, the step of performing mechanical performance analysis on the verified piecewise linear fitting results specifically includes: establishing a refined static model, a vehicle-turnout-foundation dynamic coupling model, and a modal model of the piecewise linear fitting results, and performing mechanical performance analysis.

[0015] According to the present invention, a method for designing the alignment of a jointed superconducting high-speed maglev turnout includes the step of determining the maximum allowable turning angle of adjacent turnout beams based on vehicle length constraints and turnout beam clearance constraints, comprising: The range of the first turn angle is determined based on the constraint of vehicle length on the turn angle; The range of the second turn angle is determined based on the constraint of the longitudinal clearance of the turnout beam on the turn angle; The maximum turn angle is determined based on the smaller range of turn angles.

[0016] The present invention also provides a turnout, which is designed using any of the above-mentioned articulated superconducting high-speed maglev turnout alignment design methods.

[0017] The articulated superconducting high-speed maglev turnout alignment design method and turnout provided by this invention clarifies the complete design process from track geometry constraints to precise parameter calculation, multi-dimensional verification, and optimal solution selection. The steps are clear and the logic is closed-loop, transforming abstract alignment design into a quantifiable and reproducible engineering method. It clarifies the specific calculation logic for transition curve fitting and circular curve fitting, solving the deficiency of existing specifications 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 the engineering requirements of high-speed lateral passing of medium turnouts. It solves the problem that existing turnouts cannot cover diverse speed scenarios and improves the engineering adaptability of the technical solution. Attached Figure Description

[0018] 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.

[0019] Figure 1 This is one of the flowcharts illustrating the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention; Figure 2This is a schematic diagram of the linear calculation of the transition curve using two straight line segments fitted in the articulated superconducting high-speed maglev turnout linear design method provided by the present invention. Figure 3 This is a schematic diagram of the gradual circular overall alignment calculation in the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention; Figure 4 This is a schematic diagram illustrating the calculation of the vehicle length constraint on the turn angle in the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention. Figure 5 This is a schematic diagram illustrating the calculation of the longitudinal clearance of the turnout beam on the turnout angle constraint in the articulated superconducting high-speed maglev turnout alignment design method provided by this invention. Figure 6 This is a schematic diagram of the optimal turnout alignment obtained from a calculation example of the articulated superconducting high-speed maglev turnout alignment design method provided by the present invention. Figure 7 This is the second flowchart illustrating the articulated superconducting high-speed maglev turnout alignment design method provided by this invention. Detailed Implementation

[0020] 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.

[0021] The following is combined Figures 1 to 7 This invention introduces a method for designing the alignment of articulated superconducting high-speed maglev turnouts, such as... Figure 1 As shown, it includes: Step 101: Determine the maximum allowable turn angle between adjacent turnout beams based on vehicle length constraints and turnout beam clearance constraints; The core of the broken-line turnout alignment design method is "approximating curves with straight lines". A broken-line approximation curve is formed on the turnout side track. Multiple inscribed regular polygons are used to fit the circular curve, or secants are used to fit the transition curve. Each straight line segment corresponds to a turnout beam.

[0022] To ensure that vehicles do not interfere with the track structure when passing through a turnout, the turnout's planar curve shape needs to satisfy the geometric constraints between the vehicle and the track, and between adjacent turnout beams. This is mainly reflected in the limitation on the turnout angle. It can be understood that the maximum turnout angle is the maximum deflection angle of adjacent straight segments when fitting a curve to a straight line, which serves as the constraint during the fitting process.

[0023] Preferably, the range of the first turn angle is determined based on the constraint of the vehicle length on the turn angle; The requirement for the turning angle based on the vehicle length is shown in the following formula: ; In the formula, The turning angle of adjacent turnout beams; The inner span of the U-shaped track sidewall is taken as 3.35m; h The width of the maglev vehicle is taken as 2.9m; lc Given the length of the maglev vehicle as 28m, the maximum turning angle can be calculated to be no more than 3.682°.

[0024] The range of the second turn angle is determined based on the constraint of the longitudinal clearance of the turnout beam on the turn angle; Because the turnout beams need to be moved and rotated laterally in the turnout section, the gap between adjacent beams is wider than in the main line section, set to 0.06m. Therefore, to ensure that adjacent beams do not interfere with each other during the turnout, a maximum turnout angle limit should be set, as shown in the geometric diagram below. During the turnout, the center of the beam still maintains... μ 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.

[0025] Based on this, the constraint of the longitudinal clearance of the turnout beam on the turnout angle is shown in the following formula: ; In the formula, For the longitudinal clearance of the turnout beam, The angle of the switch beam is the turning angle of the adjacent switch beam; the width of the switch beam is H=4.27m; substituting these values ​​into the calculation, the maximum turning angle is 1.610°.

[0026] The maximum turn angle is determined based on the smaller range of turn angles.

[0027] Of the two constraints mentioned above, the smaller range of turn angles is chosen to determine the turn angle when a straight line is used to replace a curved line. The value of is no more than 1.610°, or 0.0281 radians, and is used as a constraint and test condition for subsequent fitting.

[0028] Step 102: Using the train's lateral passing speed and lateral acceleration as design inputs, and the total turnout angle and the lateral offset of the turnout endpoint as outputs, a piecewise fitting method is used to parametrically model the turnout alignment using a polyline composed of several straight line segments. This model is applied to the first transition curve segment, the circular curve segment, and the second transition curve segment, which are connected sequentially to characterize the turnout alignment. The feasible piecewise fitting result that makes the lateral offset of the turnout endpoint reach the preset offset standard is obtained. The length of the straight line segment is constrained by the ground coil of the superconducting magnetic levitation structure, and the offset angle between two adjacent straight line segments does not exceed the maximum turnout angle. Based on lateral passing speed and capacity, polygonal turnouts can be divided into single-circular polygonal turnouts (i.e., straightening a single circle by using a polygonal line fitting) and transition curve-circular curve-transition curve polygonal turnouts (i.e., straightening a gradual curve by using a polygonal line fitting). Single-circular polygonal turnouts are generally used for turnouts with lower lateral passing speeds, such as the three-segment type used in medium and low speed maglev turnouts. Compared with single-circular polygonal turnouts, gradual curve-transition curve turnouts have a smaller impact angle and are smoother, thus adapting to higher lateral passing speeds.

[0029] Therefore, in this embodiment, the curve shape design of transition curve-circular curve-transition curve is first determined, and then each curve segment is parametrically modeled by using a polyline composed of several straight line segments in a straight-to-curve manner to search for feasible fitting results.

[0030] Furthermore, since the figure-eight coils and traction coils on the sidewalls of the superconducting magnetic levitation structure have uniform and fixed dimensions and installation requirements, the selection of the single-span length of the ground coil is somewhat limited. The pole pitch of the figure-eight coil is 0.45m, and the pole pitch of the traction coil is 1.8m. Combining the minimum span and the pole pitch requirements of the traction coil, let m represent the number of traction coils, and let l be the chord length of the fitted polygonal line of the transition curve. 01 The chord length l0 of the fitted polygonal line for both the transition curve and the circular curve must be 9 + 1.8 m (m is a non-negative integer). This means that the length of the straight segment used for both the fitted transition curve and the fitted circular curve must satisfy 9 + 1.8 m (m is a non-negative integer). Considering the general applicability of turnout alignments, the polygonal turnout beam l0 of the transition curve segment... 01 It is not necessarily equal to the turnout beam l0 of the circular curve segment.

[0031] By using the above method, the length constraints of each straight line segment used in the straight-to-curve simulation and the turn angle constraints of adjacent straight line segments are predetermined. Then, the straight line segments can be used to perform parametric fitting modeling of the turnout curve shape.

[0032] In this invention, the transition curve is first modeled, and then the circular curve is designed by segmenting a polyline, with the circular curve corresponding to the circumcircle of the polyline.

[0033] Preferably, the first transition curve is parametrically modeled using several straight line segments with the same deflection angle and equal length as chords to obtain the coordinates of the endpoint of the first transition curve and the length of the first transition curve fitted by the polyline. Parametric modeling of the circular curve segment is performed using several straight line segments with the same deflection angle and equal length as chords, wherein the corresponding geometric parameter model is preset according to the angular relationship between the circular curve segment and the first transition curve segment and the second transition curve segment; The geometric parameters of the second transition curve segment are the same as those of the first transition curve segment.

[0034] For the transition curve l s Using a single span for fitting results in an excessively long span and large fitting error, which is detrimental to turnout switching and vehicle running smoothness. Using more than three spans for fitting the transition curve, while increasing the number of spans has little effect on reducing the impact of turnout switching due to the relatively small turnout angle, it significantly increases the complexity of the turnout device, hindering engineering implementation. Preferably, from the perspective of running smoothness and practical engineering, using a two-span fitting transition curve segment is more reasonable; that is, using a polygonal line fitting transition curve segment composed of two straight line segments.

[0035] In this embodiment, to minimize the turnout length and improve economy and adaptability, a spiral curve is used for the transition curve section. Simultaneously, considering the consistency of dynamic response during forward and reverse turnout crossings, the first transition curve section l... s1 Second transition curve segment l s2 Using the same geometric parameters, that is, the two transition curves are symmetrical about the perpendicular bisector of the corresponding chord of the circular curve segment.

[0036] Therefore, after modeling the first transition curve segment, the parameters of the second transition curve segment are determined accordingly.

[0037] Based on this, the parametric modeling of the first transition curve is used as an example to illustrate the design of the transition curve by approximating a curve with a straight line, as detailed below.

[0038] To minimize the size of the turnout, the transition curve length l s Take the minimum value, and then carry out the design of the transition curve shape based on this.

[0039] In a preferred embodiment, the step of parametrically modeling the first transition curve segment using a plurality of straight line segments with the same deflection angle and equal length as chords specifically includes: The design inputs are the train's lateral passing speed and the lateral acceleration within a preset range and traversed by a preset step size. The spiral curve is used as the transition curve, and the spiral curve radius and minimum transition curve length are parameterized. Calculate the coordinates of the endpoint of the first transition curve based on the number of segments of the first transition curve segment, the minimum length of the transition curve, and the radius of the spiral curve; Solve for the arc length corresponding to the first straight segment of the first transition curve segment, and solve for the theoretical length of the first straight segment based on the arc length; Based on the length of the straight line segment, the actual length of the first transition curve is determined by rounding up from the constraint of the ground coil of the superconducting magnetic levitation structure, and the actual endpoint coordinates of the first transition curve segment are obtained by inversion.

[0040] In a specific example, the lateral passing speed v (km / h) of the train is used as the input value, and the lateral acceleration ay ∈ [1.9999, 0.0001]. ay iterates from 1.9999 to 0.0001 in steps of 0.0001, and ay is a built-in input value. The spiral radius R and the minimum transition curve length l are calculated using v and ay. smin The corresponding initial spiral parameter A 2 The following is confirmed: ; ; Substituting, we get: ; The initial equation of the spiral is: .

[0041] In this embodiment, the transition curve is divided into two straight line segments of equal length as an example for design. Figure 2 As shown, OAB is a clothoid spiral, the curve consists of segments OA and AB, and the straight line segment l OA =l AB Based on this, using l smin R can be used to represent the coordinates (x, y) of point B, the endpoint of the first transition curve segment. bp y bp ): ; Simplifying, we get: .

[0042] ; Simplifying, we get: .

[0043] Further solve for the length l of the spiral curve corresponding to the first chord length OA of the initial spiral curve. s1p Let A(x) ap y ap The coordinates of point A can be determined by the length l of the transition curve in segment OA, which is the only unknown. s1p If points O, A, and B lie on the same spiral line, then: ; ; Simplified to: .

[0044] ; Simplified to: .

[0045] Let line segment l OA =l OB =l01p Then we have: ; Simplified to: .

[0046] In the above formula, the coordinates of point B are known; the coordinates of point A can both be represented by an unknown variable l. s1p This means that for every equation and every unknown, l can be solved. s1p ;l s1p When calculated, the corresponding coordinates are A(x). ap y ap The answer can be found by )

[0047] Then, calculate the length of the straight section of the initial spiral curve, which is also the length l of the turnout beam in the first transition curve section. 01p : straight segment l OA =l OB =l 01 The coordinates of point A are known, and therefore the corresponding l 01p It can then be determined that: or ; The calculation can be performed using one of the above formulas, and then verified using another formula.

[0048] In this embodiment, since the length of the turnout beam needs to meet the requirement of 9 + 1.8m, where m is a non-negative integer, the length of l is calculated. 01p Then, subtract 9, divide by 1.8, round up, multiply by 1.8 again, and add 9 to get the actual value of l. 01 This ensures the actual l 01 The constraint of the actual turnout beam length must be met.

[0049] Based on this, the assumed length l of the transition curve can be derived. s1 And the coordinates of the endpoint A of the first chord segment.

[0050] l 01 It is known that, through A 2 Given that the corresponding l can be calculated from the following formula. s1 This allows us to calculate the coordinates (x, y) of the assumed point A. a y a ); ; ; ; Then calculate the actual length l of the transition curve. s The coordinates of the endpoint of the transition curve B (x) b yb): ; ; The spiral equation A is the control parameter, l s If there is a one-to-one correspondence with R, then: .

[0051] It should be noted that at this time l s Definitely not less than l smin Then the corresponding R s Then less than l smin The corresponding R, l s Increase, a yp It is definitely less than the limit of 2m / s 3 Because of rounding up, the numerical change will not be too large, therefore at 2m / s 3 The design principle is also reflected in the surrounding area, which is to minimize the value of the turnout while meeting the limit requirements.

[0052] Through the above operations, l smin It became l s And all of them are on the same spiral line, A 2 Unchanged; R is determined by two input values ​​v and ay, therefore R is guaranteed to remain unchanged, i.e., R s As the value increases to R, the curve becomes flatter overall, and the equation of the spiral curve changes from... It became If A1 > A, then the calculated value of a is... yp It must also meet the requirement of being less than 2.

[0053] Thus, through l smin Theoretical results were obtained. 01p Round up to get the actual value l 01 Then through actual setting l 01 The length l of the corresponding transition curve is calculated. s1 and l s This allows us to obtain the actual coordinates of points A and B. Finally, we obtain the actual l that satisfies 9 + 1.8m. 01p R, the actual coordinates of point A and point B, and the actual length l of the fitted transition curve. s and the first transition curve segment that was fitted. .

[0054] By setting the coordinates of points A and B, the initial angle α1 of the broken chord length of the first transition curve segment and the angle between adjacent chord lengths of the two transition curve segments can be obtained. : ; .

[0055] Among other feasible methods, since the turn angle of the transition curve is generally small, a straight line segment can be used as an approximation, that is, a straight line segment is used to fit the transition curve segment. 01p When taking a value, take l. 01p ≈l smin / 2,l smin Given, then l 01p Given that l 01p Subtract 9, divide by 1.8, round up, multiply by 1.8 again, and add 9 to get the actual value of l. 01 , l 01 The subsequent calculations after knowing the information are consistent with those above, thereby achieving the transformation of the transition curve into a straight line fit.

[0056] The linear parameter of the second transition curve is l. s2 Same as the first transition curve l s1 For special cases where the transition curve is divided into more than two segments and straightened, the calculation method is the same as the steps described above. The key point in the calculation is to select the length l of the transition curve. s1 As the sole variable, all variables can be solved by analogy.

[0057] Furthermore, after the transition curve section is designed, the circular curve section is fitted with a polygonal line to achieve the polygonal turnout alignment design of the circular curve section.

[0058] Due to the angle between the fitted straight line segments of the transition curve segment The angle between the fitted straight line segment and the circular curve segment They are not necessarily equal. Therefore, the circular curve segment is designed by pre-setting the corresponding geometric parameter model based on the angular relationship between the circular curve segment and the first and second transition curve segments.

[0059] The first angle between the fitted straight line segment at the end of the first transition curve segment and the fitted straight line segment at the beginning of the circular curve segment. Deflection angle of the fitted straight line segment of the circular curve segment The second included angle between the final straight segment of the circular curve segment and the first straight segment of the second transition curve segment. If they are equal, construct the first parameter model; The first parameter model corresponds to the length l of the straight line segment of the transition curve. 01 ≠ length l0 of the straight segment of the circular curve, and .

[0060] For the case where the first included angle and the second included angle are equal, but not equal to the deflection angle of the fitted straight line segment of the circular curve segment, a second parameter model is constructed; The second parameter model corresponds to the length l of the straight segment of the transition curve. 01 ≠ length l0 of the straight segment of the circular curve, and .

[0061] For the case where the first included angle or the second included angle is equal to the deflection angle of the fitted straight line segment of the circular curve segment, and the first included angle is not equal to the second included angle, a third parameter model is constructed. The third parameter model corresponds to the length of the straight segment l of the transition curve. 01 ≠ length l0 of the straight segment of the circular curve, and or .

[0062] For cases where the first included angle, the second included angle, and the deflection angle of the fitted straight line segment of the circular curve segment are all unequal, a fourth parameter model is constructed.

[0063] The fourth parameter model corresponds to the length l of the straight line segment of the transition curve. 01 ≠ length l0 of the straight segment of the circular curve, and .

[0064] Corresponding to the four parameter models mentioned above, when designing the circular curve segment using a straight-to-curve approach, four different methods are used to fit and solve the four parameter models.

[0065] Specifically, such as Figure 3 As shown, the main parameters involved include: arc l y The curve is straightened by dividing it into n segments of equal chord length l0 and fitting the curve. The angle between adjacent chord lengths of the circular curve is... , The total turn angle is the initial angle of the first chord segment of the transition curve. The angle between adjacent chord lengths of the transition curve The ratio of the lengths of the circular curve to the transition curve ;l s The length of the transition curve; the coordinates of the endpoint of the transition curve B1 (x B1 y B1 It is known that the coordinates of point B (which is the same as the coordinates of point B when the transition curve is straightened, i.e., point B when the transition curve segment is straightened is the same as point B1 when the circular curve segment is straightened); the total length of the turnout is L.

[0066] Preferably, in the case of the first parameter model, the radius of the circular curve is calculated based on the lateral passing speed and the lateral acceleration of the traversal, the number of segments of the traversal circular curve is taken, and the length of the straight segment of the circular curve that satisfies the lateral offset of the turnout endpoint is calculated in reverse. In the case of the second parameter model, the combination of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curve is traversed to find the uniform connection angle that satisfies the lateral offset of the turnout endpoint. In the case of the third parameter model, we iterate through the combinations of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curves, and then reversely calculate the connection angle that satisfies the lateral offset of the turnout endpoint and is not equal to the deflection angle of the straight segments of circular curves. In the case of the fourth parameter model, we iterate through the combinations of lateral acceleration, number of circular curve segments, chord length of circular curve and a connecting angle, and then find another connecting angle that satisfies the lateral offset of the turnout endpoint. The connecting angle is either the first angle or the second angle.

[0067] In a specific example, under the first parameter model, the lateral velocity v and the lateral acceleration a y As design input conditions; where To ensure design accuracy, a y Retain 5 decimal places when inputting; a y When inputting, start from the maximum value of 1.99999 and gradually decrease to the minimum value of 0.00001 in steps of 0.00001.

[0068] v、a y Given that R is known, the radius R of the turnout circular curve refers to the radius of the circumcircle of the broken circle formed by the centerlines of the track segments on the turnout; It is a function of l0, that is We can represent this as l0, treating l0 as a variable, where l0 = 9 + 1.8m (where m is a non-negative integer): ; .

[0069] The design of the circular curve segment fitting for the first parameter model first solves for the total turn angle based on the input. : It is known that Given that n, unknown; Let be a function of l0; essentially, it has two unknowns, l0 and n; the unknown n ∈ [2, 15], and the total turn angle τ is a function of n and . The function, It can be represented by l0, then A function of n and l0: .

[0070] Then, using the lateral offset y at the turnout endpoint n Calculate the length l0 of the circular curve turnout beam (i.e., the straight segment of the fitted circular curve segment). The lateral offset of the turnout endpoint is determined based on design objectives or relevant design specifications. In this embodiment, y... n =4.025 meters.

[0071] y n The calculation formula is shown below, x B1 y B1 , , Given, l0 is unknown, y n A function of l0 and n: ; ; .

[0072] In the formula, i For the fitted circular curve segment i A straight line segment.

[0073] Then let n take values ​​gradually increasing from small to large with an initial value of 2 and a step size of 1, until it reaches 15. By iterating through n, a value of n can be used to solve for a corresponding value of l0. By analyzing a y By iterating through n, all corresponding l0 values ​​can be obtained. Since l0 = 9 + 1.8m (m is a non-negative integer, m ∈ [0, 50]), the obtained l0 values ​​need to be filtered to find the l0 values ​​that meet the requirements, with an error range of 1e. -6 ; At this point, all the key parameters of the turnout alignment can be determined.

[0074] Alternatively, l0 can be traversed first; then y can be used to... n To calculate the value of n, we need to determine that n is a positive integer greater than or equal to 2 (with an error of 1e). -6 The principle is the same.

[0075] In summary, the first parameter model is obtained through a y Solve for l0 or a with n. y Solve for n using l0, and filter the results according to requirements. During the solution process, a needs to be considered. y The values ​​of n or l0 are obtained through two-level traversal to determine all key parameters of the turnout alignment.

[0076] In a specific example, with the second-parameter model, the first step is the same as with the first-parameter model, then the total turn angle is solved. : It is known that It is known that For about n, and The function, It can be represented by l0, then For n, l0 and Functions: .

[0077] Then, using the lateral offset y at the turnout endpoint n =4.025 Calculate the angle between the transition curve turnout beam and the circular curve turnout beam. : In the second parameter model, y n The calculation method is as follows: ; ; ; Then let n initially be 2 and gradually increase in size by 1 until it reaches 15; based on the value of n, iterate through l0, let l0 = 9 + 1.8m (m is a non-negative integer, m∈[0, 50]), at this time an a y The values ​​of n and l0 can be used to solve for a corresponding value. value; Alternatively, you can iterate through l0 first, and then iterate through n; through y n Calculate The value is determined by the same principle.

[0078] In summary, the second parameter model iterates through a y Solve for γ or a using n and l0. y Solve for l0 and n It is necessary to address a y The values ​​of , n, and l0 are obtained through a three-level traversal to determine all parameters of the turnout alignment.

[0079] In a specific example, with the third-parameter model, the first step is the same as with the first-parameter model, then the total turn angle is solved. : For about n and The function, It can be represented by l0, then For l0, n, and The function; let or equal , It can be represented by l0, then or It can be represented by l0; then For l0, n, or Functions: .

[0080] Then, using the lateral offset y at the turnout endpoint n =4.025 Calculate the angle between the transition curve broken line turnout beam and the circular curve broken line turnout beam. or : y n The calculation formula is shown below, x B1 y B1 , , Known; It can be represented by l0, y n For l0, n, or Functions: ; ; ; In a y Starting with a given value, let n gradually increase from small to large, starting with an initial value of 2 and a step size of 1, until it reaches 15; based on the value of n, iterate through l0, letting l0 = 9 + 1.8m (m is a non-negative integer, m ∈ [0, 50]), at this point, an a y The values ​​of n and l0 can be used to solve for a corresponding value. or value; Alternatively, you can iterate through l0 first, and then iterate through n; through y n Calculate The value is determined by the same principle.

[0081] In summary, the third parameter model is obtained through a y Solve for n and l0 or , or a y Solve for l0 and n or It is necessary to address a y The values ​​of , n, and l0 are obtained through a three-level traversal to determine all parameters of the turnout alignment.

[0082] In a specific example, with the fourth-parameter model, the first step is the same as with the first-parameter model, then the total turn angle is solved. : For about n and The function; It can be represented by l0, then For l0, n, and Functions: .

[0083] Then, using the lateral offset y at the turnout endpoint n =4.025 Calculate the angle between the transition curve turnout beam and the circular curve turnout beam. or : y n The calculation formula is shown below, x B1 y B1 , , Known; It can be represented by l0, y n For l0, n, and Functions: ; ; ; In a y Based on a certain value, let n gradually increase from small to large with an initial value of 2 and a step size of 1 until it reaches 15; based on the value of n, traverse l0 and let l0 = 9 + 1.8m (m is a non-negative integer, m∈[0, 50]).

[0084] In a y Based on n and l0 taking a certain value, for the... or The process involves iterating within the allowed range to solve for the other parameter. or ;in or ∈(0,min(θmax=0.04286, ), (for kinetic energy loss) or The values ​​are retrieved by iterating through the array with an initial value of 0.0001 and a step size of 0.0001; at this point, an a y n, l0, or The value can be used to solve for a corresponding value. or value; Alternatively, you can first iterate over l0, then over n, and finally over... or Iterate through the values; by y nCalculate or The value is determined by the same principle.

[0085] In summary, the fourth parameter model is obtained through a y n, l0, or Solve or , or ay, l0, n, or Solve or It is necessary to handle ay, n, l0, or A four-level traversal is performed to obtain all parameters of the turnout alignment.

[0086] Using the above method, the parametric modeling and traversal solution of the first transition curve segment, the circular curve segment, and the second transition curve segment can be completed, and several fitting results that conform to the straight line segment length, the turnout angle, and the lateral offset of the turnout endpoint can be obtained.

[0087] Step 103: Perform multi-dimensional index verification, including dynamic and geometric indices, on the feasible piecewise linear fitting results, and perform mechanical performance analysis on the piecewise linear fitting results that pass the verification. In this embodiment, all feasible fitting results need to be verified using dynamic and geometric indices in a multi-dimensional manner, and then the verified piecewise linear fitting results are output.

[0088] Optionally, the kinetic indicators include kinetic energy loss indicators, lateral acceleration indicators, and lateral acceleration change rate indicators; The geometric constraints include maximum turn angle constraints, length constraints for transition curves and circular curves, to ensure that the minimum straight segment length of the fitted transition curve or circular curve is not less than the length of one train car.

[0089] Specifically, a piecewise line fitting result obtained by the above parametric modeling and traversal method is represented by the following set of key linear parameters: l 01 , , a y n , , , Each set of key parameters is verified, and each angle must satisfy the geometric constraints of the vehicle line, i.e. , , , , Cannot exceed max≤0.0281.

[0090] Furthermore, the kinetic energy loss is calculated using the following formula: ; In the formula, Corresponding to , , , , And it must satisfy ω≤ω max =0.65km 2 / h 2 .

[0091] Lateral acceleration parameters: .

[0092] Lateral acceleration rate of change index: .

[0093] The transition curve constraint means that the length of the first transition curve segment is equal to the length of the second transition curve segment: l s1 =l s2 .

[0094] The length constraint of the circular curve is the length l of the circular curve segment. y It cannot be less than the length of one carriage. c =28m, to avoid a single car simultaneously crossing three different track configurations, which could cause an uneven transition in the car's trajectory and potentially lead to a derailment. In difficult situations, the full wheelbase (distance between the centers of two bogies + the fixed wheelbase of one bogie) of a single car should be met.

[0095] Only when all the above indicators meet the requirements will the feasible polyline fitting results obtained through the traversal be output, along with the corresponding key parameters of the turnout alignment. Then, all parameters satisfying the gradual curve and gradual polyline turnout alignment are solved and organized to obtain them.

[0096] Optionally, after the transition curve design is completed, the lateral acceleration change rate, kinetic energy loss, turnout beam angle and transition curve length can be verified.

[0097] It is understandable that the specific values ​​of the above constraints can be adjusted according to actual design requirements.

[0098] After meeting the above-mentioned linear parameter limit requirements, the final alignment of the turnout must also meet the mechanical performance requirements. The turnout alignment is checked from the perspectives of static strength, dynamic performance and natural frequency.

[0099] Preferably, a refined static model, a vehicle-turnout-foundation dynamic coupling model, and a modal model based on the piecewise linear fitting results are established for mechanical performance analysis.

[0100] 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 frequency meets the specifications. The first-order natural frequency f1 > 1.1V. max / L n V max L is the maximum lateral passing speed of the turnout. n This refers to the span of a single-span turnout beam.

[0101] Step 104: Select the turnout alignment with the minimum total length from the fitting results obtained through mechanical performance analysis as the optimal turnout alignment.

[0102] Based on the fitting results from the mechanical performance analysis, to improve the economy and applicability of the turnout, the alignment corresponding to the minimum turnout length was determined as the optimal turnout alignment. The optimal alignment parameters of the turnout are determined by taking the smallest possible values.

[0103] 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.

[0104] By changing the requirements for the single span length of the turnout beam (e.g., the length of the turnout beam for a normal-conducting superconducting maglev turnout is 1.032m, where m is a positive integer), the lateral acceleration, and the time-varying rate of lateral acceleration, the above method can also realize the design of the gradual circular and gradual broken line turnout shape for normal-conducting maglev turnouts and straddle-type monorail turnouts. The design principles, methods, and processes are the same.

[0105] This invention proposes a jointed superconducting high-speed maglev turnout alignment design method, which clarifies the complete design process from track geometry constraints to precise parameter calculation, multi-dimensional verification, and 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. It clarifies the specific calculation logic for two-segment fitting of the transition curve and four adaptation scenarios of the circular curve, and solves the defects of existing specifications (CJJ / T 310-2021, CJJ / T 262-2017) 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 the engineering requirements of high-speed lateral passing of medium turnouts. It solves the problem that existing turnouts cannot cover multiple speed scenarios and improves the engineering adaptability of the technical solution.

[0106] Furthermore, the design process takes into account both the geometric matching and mechanical performance of the track, ensuring that the track shape not only meets geometric requirements but also adapts to the structural strength of the turnout and the safety of vehicle passage, thus avoiding the shortcomings of existing technologies that "only consider geometric relationships and ignore actual engineering adaptability".

[0107] Meanwhile, by determining the turnout angle limit, solving the key point coordinates, and calculating the lateral offset of the turnout endpoint through quantitative formulas, along with clear traversal rules and standardized processes, direct guidance can be provided for functional design. The design of key parameters strictly adheres to actual engineering and specification requirements. The turnout beam length is determined in conjunction with the shortest span and traction coil pole pitch requirements, reducing the error risks in turnout beam manufacturing and on-site installation, and improving the feasibility of the design scheme. By flexibly adjusting parameters such as the turnout beam length constraint (9+1.8m for superconducting and multiples of 1.032m for conventional conducting) and mechanical performance limits, it can be directly applied to the design of polygonal turnouts for conventional maglev and straddle-type monorails without reconstructing the core logic, adapting to different maglev technology routes.

[0108] The dynamic and geometric indices proposed in this invention for verification clearly define the maximum turn angle of adjacent turnout beams through track geometric constraints, avoiding interference between the vehicle and the track and collisions between adjacent beams. Simultaneously, the length of the transition curve / circular curve must not be less than the length of a single car to prevent abrupt trajectory changes caused by the vehicle simultaneously crossing multiple types of track, reducing the risk of derailment. By verifying core indicators such as lateral acceleration, rate of change of lateral acceleration, and kinetic energy loss, combined with static stress deformation, car-turnout-foundation dynamic coupling analysis, and modal calculations, the invention ensures minimal impact and low vibration when the train passes through the turnout, improving ride comfort and track structure durability. By setting two transition curves with identical parameters and symmetrical fitting, the invention ensures consistent dynamic response when the train passes through the turnout in both forward and reverse directions, avoiding performance imbalances in unidirectional turnout passage.

[0109] Ultimately, under the premise of satisfying all constraints, the optimal alignment with the minimum total turnout length is selected, effectively reducing the material usage of turnout beams, shortening the track space occupied, and lowering the manufacturing, transportation, and construction costs of turnouts, while balancing technological advancement and economic rationality. Furthermore, this method is not only applicable to single turnouts but can also be directly extended to derivative types such as three-way turnouts, five-way turnouts, and single crossover turnouts, as well as the gradual circular and zigzag alignment design of superconducting, conventionally conducting maglev, and straddle-type monorail turnouts. This provides a unified design paradigm for the diverse track-changing needs in maglev rail transit networks, facilitating technology promotion and standardization.

[0110] In a specific design example, the design of the contour line segment of the transition curve is as follows: Figure 2 As shown, the overall calculation diagram of the gradually rounded and broken line shape is as follows: Figure 3 As shown, Figure 2 Point B, where the transition curve segment is straightened, and Figure 3The B1 point where the circular curve segment is straightened is the same; the turnout alignment consists of the transition curve OA-B1, the circular curve B1-B2-B3-B4, and the transition curve B4-CN. The figure shows the transition curve divided into 2 segments and the circular curve divided into 3 segments as an example.

[0111] like Figure 4 and Figure 5 As shown, the required turning angle is calculated based on the requirements of vehicle length and the longitudinal clearance of the turnout beam. The maximum value is 0.0281 radians.

[0112] Taking a lateral passing speed of v=150km / h as an example, in the second case (l 01 ≠l0, The optimal turnout configuration is obtained through the above process and calculations. Figure 6 As shown in Table 1, the main technical parameters of the turnout with a lateral passing speed of v=150km / h are shown in Table 1 below. A complete design process is as follows: Figure 7 As shown.

[0113] Table 1

[0114] The present invention also provides a turnout for description. The turnout described below is designed using any of the articulated superconducting high-speed maglev turnout alignment design methods described above.

[0115] 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 method for designing the alignment of an articulated superconducting high-speed maglev turnout, characterized in that, include: The maximum allowable turn angle between adjacent turnout beams is determined based on vehicle length constraints and turnout beam clearance constraints. Using the train's lateral passing speed and lateral acceleration as design inputs, and the total turnout angle and the lateral offset of the turnout endpoint as outputs, a piecewise fitting method is used to parametrically model the turnout alignment using a polyline composed of several straight line segments. This method involves sequentially connecting the first transition curve segment, the circular curve segment, and the second transition curve segment to characterize the turnout alignment. The feasible piecewise fitting result that makes the lateral offset of the turnout endpoint reach the preset offset standard is obtained. The length of the straight line segment is constrained by the ground coil of the superconducting magnetic levitation structure, and the offset angle between two adjacent straight line segments does not exceed the maximum turnout angle. The feasible piecewise linear fitting results are verified by multi-dimensional indices including dynamic and geometric indices, and the mechanical performance of the verified piecewise linear fitting results is analyzed. Based on the fitting results obtained through mechanical performance analysis, the turnout alignment with the minimum total length is selected as the optimal turnout alignment.

2. The articulated superconducting high-speed maglev turnout alignment design method according to claim 1, characterized in that, The step of parametrically modeling the turnout alignment using a polyline composed of several straight line segments, specifically by piecewise fitting the first transition curve segment, the circular curve segment, and the second transition curve segment that are sequentially connected to characterize the turnout alignment, includes: Using several straight line segments with the same deflection angle and equal length as chords, the first transition curve segment is parametrically modeled to obtain the coordinates of the endpoint of the first transition curve segment and the length of the first transition curve segment fitted by the polyline. Parametric modeling of the circular curve segment is performed using several straight line segments with the same deflection angle and equal length as chords, wherein the corresponding geometric parameter model is preset according to the angular relationship between the circular curve segment and the first transition curve segment and the second transition curve segment; The geometric parameters of the second transition curve segment are the same as those of the first transition curve segment.

3. The articulated superconducting high-speed maglev turnout alignment design method according to claim 2, characterized in that, The first transition curve segment is fitted using two straight line segments.

4. The articulated superconducting high-speed maglev turnout alignment design method according to claim 2, characterized in that, The step of presetting the corresponding geometric parameter model based on the angular relationship between the circular curve segment and the first and second transition curve segments specifically includes: For cases where the first included angle between the fitted straight line segment at the end of the first transition curve segment and the fitted straight line segment at the beginning of the circular curve segment, the deflection angle of the fitted straight line segment of the circular curve segment, and the second included angle between the fitted straight line segment at the end of the circular curve segment and the first straight line segment of the second transition curve segment are equal, a first parameter model is constructed. For the case where the first included angle and the second included angle are equal, but not equal to the deflection angle of the fitted straight line segment of the circular curve segment, a second parameter model is constructed; For the case where the first included angle or the second included angle is equal to the deflection angle of the fitted straight line segment of the circular curve segment, and the first included angle is not equal to the second included angle, a third parameter model is constructed. For cases where the first included angle, the second included angle, and the deflection angle of the fitted straight line segment of the circular curve segment are all unequal, a fourth parameter model is constructed.

5. The articulated superconducting high-speed maglev turnout alignment design method according to claim 4, characterized in that, In the case of the first parameter model, the radius of the circular curve is calculated based on the lateral passing speed and the lateral acceleration of the traversal. The number of segments of the traversal circular curve is taken, and the length of the straight segment of the circular curve that satisfies the lateral offset of the turnout endpoint is calculated in reverse. In the case of the second parameter model, the combination of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curve is traversed to find the uniform connection angle that satisfies the lateral offset of the turnout endpoint. In the case of the third parameter model, we iterate through the combinations of values ​​for lateral acceleration, number of circular curve segments, and length of straight segments of circular curves, and then reversely calculate the connection angle that satisfies the lateral offset of the turnout endpoint and is not equal to the deflection angle of the straight segments of circular curves. In the case of the fourth parameter model, we iterate through the combinations of lateral acceleration, number of circular curve segments, chord length of circular curve and a connecting angle, and then find another connecting angle that satisfies the lateral offset of the turnout endpoint. The connecting angle is either the first angle or the second angle.

6. The articulated superconducting high-speed maglev turnout alignment design method according to claim 2, characterized in that, The step of parametrically modeling the first transition curve segment using several straight line segments with the same deflection angle and equal length as chords specifically includes: The design inputs are the train's lateral passing speed and the lateral acceleration within a preset range and traversed at a preset step size. The spiral curve is used as the transition curve segment, and the spiral curve radius and the minimum transition curve segment length are parameterized. The coordinates of the endpoint of the first transition curve are calculated based on the number of segments of the first transition curve segment, the minimum length of the transition curve segment, and the radius of the spiral curve. Solve for the arc length corresponding to the first straight segment of the first transition curve segment, and solve for the theoretical length of the first straight segment based on the arc length; Based on the length of the straight line segment, the actual length of the first transition curve segment is determined by rounding up from the constraint of the ground coil of the superconducting magnetic levitation structure, and the actual endpoint coordinates of the first transition curve segment are obtained by inversion.

7. The articulated superconducting high-speed maglev turnout alignment design method according to claim 1, characterized in that, The dynamic indicators include kinetic energy loss indicators, lateral acceleration indicators, and lateral acceleration change rate indicators; The geometric constraints include maximum turn angle constraints, length constraints for transition curves and circular curves, to ensure that the minimum straight segment length of the fitted transition curve or circular curve is not less than the length of one train car.

8. The articulated superconducting high-speed maglev turnout alignment design method according to claim 1, characterized in that, The steps for performing mechanical performance analysis on the verified piecewise linear fitting results specifically include: establishing a refined static model, a vehicle-turnout-foundation dynamic coupling model, and a modal model of the piecewise linear fitting results, and then performing mechanical performance analysis.

9. The articulated superconducting high-speed maglev turnout alignment design method according to claim 1, characterized in that, The step of determining the maximum allowable turnout angle of adjacent turnout beams based on vehicle length constraints and turnout beam clearance constraints includes: The range of the first turn angle is determined based on the constraint of vehicle length on the turn angle; The range of the second turn angle is determined based on the constraint of the longitudinal clearance of the turnout beam on the turn angle; The maximum turn angle is determined based on the smaller range of turn angles.

10. A turnout, characterized in that, The design was obtained using the articulated superconducting high-speed maglev turnout alignment design method as described in any one of claims 1-9.

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