High-frequency vibration absorption fastener track system working condition identification and standardized gear configuration method and system

Abstract

This invention belongs to the field of rail transit technology and discloses a method and system for identifying and standardizing gear configuration of high-frequency vibration-absorbing fastener track systems. The method divides track condition sections according to structural, operational, response, and risk indicators of the track line; extracts the dominant frequency band, frequency band consistency degree, and high-frequency spillover risk characteristics; and determines the condition type and consistency level accordingly. It then calls upon a standard gear library to identify secondary control gears as another primary control gear matching the secondary target frequency band, forming a unified configuration, periodic configuration, or hybrid configuration. The section configuration is then checked and iterated based on the overall frequency band distribution, gear distribution, corrugation risk, wheel polygon risk, and high-frequency secondary response risk. Transitional control is performed on adjacent track condition sections, and the corresponding gear configuration scheme is output. This scheme can transform single-point fastener parameter selection into a line-level, section-based, verifiable, and maintainable standard gear configuration process.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a method and system for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system. Background Technology

[0002] Existing solutions for high-frequency vibration-absorbing fasteners mostly start from individual fastener parameters, focusing on local optimization of mass, stiffness, and damping. While these solutions can cover vibration suppression requirements for a specific frequency band, they are difficult to directly apply to situations where multiple operating conditions coexist within a single line. Whenever structural changes, support changes, velocity changes, or peak shifts occur on the line, the optimal parameters at a single point are easily mismatched in adjacent sections, resulting in some sections having excessive control while others have insufficient control.

[0003] Existing transition control or structural selection practices often focus on smooth transitions between adjacent sections. A common approach is to provide solutions based on stiffness level, structural type, or dynamic indicators, but these methods lack rules that link the dominant frequency band, frequency band consistency, operating condition triggering, gear selection, section configuration, and overall line verification. Therefore, existing solutions lack a clear connection between operating condition identification, gear selection, section configuration, and overall line verification, making it difficult to form a reusable line-level configuration closed loop.

[0004] Some solutions, after lowering the target frequency band, failed to simultaneously set risk constraints for higher frequency bands. In urban rail transit lines, rail corrugation sections, abnormal impact sections, floating slab or vibration isolation pad sections, curve entrances and exits, and locations of sudden changes in local supports can all cause concentrated responses. In high-speed rail lines, the coupling of local rail bending modes, wheel-rail passing frequencies, and wheel-side polygonal risks is more pronounced. If parameters are only adjusted downwards around the target frequency band, higher frequency secondary responses may be increased, thereby affecting line smoothness, wear evolution, and configuration stability.

[0005] From an engineering perspective, existing data shows that the dominant frequency bands, frequency band stability, and risk performance vary across different lines. While the overall vibration state of some urban rail transit sections is relatively stable, localized abrupt changes in vibration RMS values, impact RMS values, and frequency distribution occur in individual sections. Although the monitored dominant frequencies are mostly concentrated in lower frequency bands, localized medium-to-high response sections can still affect the assessment of rail-side corrugation risk, wheel-side polygonal risk, and support changes. Continuing to use a uniform approach based on individual parameters makes it difficult to simultaneously address corrugation risk, wheel polygonal risk, curve-sensitive sections, and high-frequency secondary response control. Summary of the Invention

[0006] The purpose of this invention is to provide a method for identifying the working conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system, so that the configuration of track-level fasteners no longer depends on isolated single-point parameter experience, but can form an executable, verifiable and correctable configuration scheme according to the working condition identification results and the standard gear library.

[0007] To achieve the above-mentioned objectives, the technical solution provided by this invention includes: A method for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system, including: The operating condition sections are divided according to the operating condition indicators of the track line, and the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics are extracted. The operating condition type and consistency level are determined based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics. Call the standard gear library, which includes main control gears, transition gears, and risk control gears; Based on the operating condition type and the consistency level, a main control gear, another main control gear serving as a secondary control gear, a transition gear, or a risk control gear are matched to form a section configuration; and the section configuration is verified and iterated based on the overall frequency band distribution, gear distribution, corrugation risk, wheel polygon risk, and high-frequency secondary response risk. Transition control is performed on adjacent operating condition sections, and the corresponding gear configuration scheme is output after the preset verification conditions are met.

[0008] Preferably, the operating condition indicators include structural indicators, operational indicators, response indicators, and risk indicators, and the division of operating condition sections includes determining the section boundaries based on structural changes, support changes, speed changes, sudden changes in the main peak, or changes in maintenance status.

[0009] Preferably, determining the operating condition type and consistency level includes: identifying operating condition segments with stable dominant frequency bands and no risk exceeding the limit as single-peak sensitive operating conditions or stable levels; identifying operating condition segments with dominant frequency bands close to the boundary of adjacent gears or drifting along the segment as boundary drift operating conditions or drift levels; and identifying operating condition segments with multiple dominant frequency bands, ripple risk, wheel polygon risk, or high-frequency spillover risk as composite bi-peak operating conditions, high-frequency spillover risk operating conditions, or complex levels.

[0010] Preferably, the standard gear library includes low-segment control gears, mid-segment control gears, and high-segment control gears as lower-level types of the main control gears, and also includes transition gears and risk control gears. The low-segment control gears, mid-segment control gears, and high-segment control gears correspond to relatively low, intermediate, and high target control frequency bands, respectively. The target control frequency band of the transition gears is located between adjacent main control gears. The risk control gears are used to constrain high-frequency secondary responses.

[0011] Preferably, the gears in the standard gear library are jointly defined by the target control frequency band, the equivalent vibration absorption frequency window, the equivalent mass window of the iron pad, the upper structure stiffness window, the lower structure stiffness window, and the damping configuration range, and the standard gear library does not use the name of the existing engineering fastener model as a gear limiting condition.

[0012] Preferably, the matching includes: matching a main control gear for a single-peak sensitive operating condition and a consistent level that meets the stability condition; matching a main control gear and a transition gear for a boundary drift operating condition or a consistent level that meets the drift condition; matching a main control gear and another main control gear as a secondary control gear for a compound bi-peak operating condition or a consistent level that meets the complex condition; and matching a risk control gear on the basis of the already matched gears for operating condition segments with high-frequency spillover risk.

[0013] Preferably, the segment configuration includes unified configuration, periodic configuration, and mixed configuration. The unified configuration is that the same main control gear is used in the same working condition segment. The periodic configuration is that the main control gear and the auxiliary control gear or transition gear are alternately configured in the continuous fastener group or continuous configuration unit according to a preset ratio in the same working condition segment. The mixed configuration is that at least two gears are configured in the same working condition segment according to composite frequency band or risk status.

[0014] Preferably, the transition control includes inserting a transition gear, inserting an intermediate gear, performing short segment merging, or extending towards the risk side based on the gear differences between adjacent operating condition sections. The verification iteration includes adjusting the operating condition section boundary, gear ratio, transition section length, or risk control gear configuration when the target frequency band distribution is concentrated, the continuous proportion of a single gear exceeds the preset proportion, the risk of corrugation or wheel polygon risk is not covered, or the high-frequency secondary response exceeds the limit. The output corresponding gear configuration scheme includes an output section gear configuration table, an adjacent section transition configuration table, and a verification result list.

[0015] This invention also discloses a high-frequency vibration-absorbing fastener track system for condition identification and standardized gear configuration, including: The working condition section division module is configured to divide working condition sections according to the working condition indicators of the track line and extract the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics; The operating condition identification module is configured to determine the operating condition type and consistency level based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics; The standard gear library module is configured to provide a standard gear library including main control gears, transition gears, and risk control gears; The gear matching and section configuration module is configured to match the main control gear, another main control gear as a secondary control gear, transition gear or risk control gear according to the working condition type and the consistency level to form a section configuration, and to perform verification and iteration on the section configuration based on the full-line frequency band distribution, gear distribution, wear risk, wheel polygon risk and high-frequency secondary response risk. The transition control module is configured to perform transition control on adjacent operating condition sections; The scheme output module is configured to output the corresponding gear configuration scheme after the preset verification conditions are met.

[0016] Beneficial effects

[0017] 1. By breaking down operating condition indicators into structural, operational, responsive, and risk categories, and using structural changes, support changes, speed changes, peak abrupt changes, and maintenance status changes as the basis for section boundaries, the line configuration object is first transformed into a calculable operating condition section before entering the gear identification and matching process, thereby reducing cross-section mismatches.

[0018] 2. By using the dominant frequency band, frequency band consistency degree and high-frequency spillover risk to jointly determine the operating condition type, consistency level and gear selection method, the gear selection no longer depends on a single peak or a single parameter, and can transform single-peak stability, boundary drift, compound double peak and high-frequency spillover into different gear combinations.

[0019] 3. By organizing low-segment control levels, mid-segment control levels, high-segment control levels, transition levels, and risk control levels into a standard level library, and limiting the secondary control level to another primary control level that matches the secondary target frequency band, it is possible to avoid the level category being left blank and to keep the level library in the same calling standard in different line scenarios.

[0020] 4. By using unified configuration, periodic configuration, mixed configuration, and transition control of adjacent working conditions, the gear selection is converted into a paved section layout. Then, by verifying the full-line frequency band distribution, gear distribution, corrugation risk, wheel polygon risk, and high-frequency auxiliary response risk, the section boundary, gear ratio, transition length, or risk control gear configuration are adjusted in reverse. After the transition control, the corresponding gear configuration scheme is output so that the final scheme has closed-loop correction capability. Attached Figure Description

[0021] Figure 1 This is a flowchart illustrating a preferred embodiment of the high-frequency vibration-absorbing fastener track system working condition identification and standardized gear configuration method provided by the present invention. Figure 2 This is a schematic diagram of the high-frequency vibration-absorbing fastener track system working condition identification and standardized gear configuration system provided in a preferred embodiment of the present invention; Figure 3This is a schematic diagram of the full-line verification iteration provided in a preferred embodiment of the present invention. Detailed Implementation

[0022] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. The following content is used to illustrate the technical solution of the present invention, to facilitate understanding of the relationship between working condition identification, gear matching, section configuration, transition control, and verification iteration, and does not constitute a limitation on the scope of protection.

[0023] Example 1

[0024] like Figure 1 As shown, this embodiment provides a method for identifying the operating conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system. This method is applicable to the fastener gear configuration of track lines during the design, renovation, or operation and maintenance evaluation stages, and is also suitable for implementing the same technical framework simultaneously on urban rail transit and high-speed railway lines.

[0025] In actual deployment, input data can come from track inspection data, vibration monitoring data, speed organization data, maintenance records, structural ledgers, and track boundary information. Operating condition indicators are not collected solely to describe the track, but rather to divide the continuous track into easily configurable operating condition sections, and then convert the dominant frequency band, stability level, and risk status of the sections into callable gear information.

[0026] Step S1: Divide the operating condition sections according to the operating condition indicators of the track line and extract the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics.

[0027] This step categorizes the track condition indicators into structural, operational, response, and risk indicators. Structural indicators describe track structure type, ballast type, fastener or equivalent support spacing, sleeper type, support level characteristics, and support stiffness / flexibility distribution. Operational indicators describe speed rating, percentage of constant-speed operation, continuous operating length, and vehicle formation or wheelset geometry. Response indicators describe the dominant frequencies of axle box vibration, frame vibration, local rail bending mode, wheel-rail passing frequency, effective values ​​of wheel-rail vibration and impact, wheel surface roughness, wear order distribution, wheel polygon order, corrugation wavelength, and corrugation depth. Risk indicators describe the target frequency band energy percentage, continuous dominant length of a single frequency band, corrugation risk, wheel polygon risk, high-frequency pair response amplification trend, abnormal wear growth rate, damage evolution rate within the maintenance cycle, and operational safety and stability indicators.

[0028] When dividing the track into sections, the entire line is not cut off at once. Instead, section boundaries are determined based on structural changes, support changes, speed changes, sudden changes in peak flow, or changes in maintenance conditions. Bridge-tunnel transitions, changes in track bed type, curve entrances and exits, changes in vibration reduction levels, changes in support spacing, or changes in speed regulation are initially considered natural boundaries, and subsequent identification is performed within these boundaries. For high-speed railway lines, slab track sections with support spacing of approximately 0.629m to 0.650m and speed levels of approximately 200km / h to 350km / h often need to be designated as separate sections. For urban rail transit lines, sections with fastener or sleeper spacing of approximately 595mm to 600mm and speeds of approximately 40km / h to 80km / h often form independent sections due to changes in track bed type and curve radius.

[0029] After processing the response data for each operating condition segment, the dominant frequency band, frequency band consistency, and high-frequency spillover risk characteristics were determined. The dominant frequency band characterizes the frequency range that plays a dominant role in fastener configuration within that segment; the frequency band consistency characterizes whether the dominant frequency band is stable, drifts, or exhibits a multi-peak distribution within the segment; and the high-frequency spillover risk characteristics characterize whether a stronger secondary response may occur above 800Hz after the target frequency band is suppressed.

[0030] In one specific embodiment, if the main peak energy accounts for no less than 40% of the energy in the same segment, and the secondary peak energy accounts for less than 50% of the main peak energy, then the segment can be regarded as a single-peak dominant segment; if the dominant frequency band is located within ±5% of the boundary frequency of adjacent ranges, or the dominant frequency drift in the same segment is 20Hz to 50Hz, then the segment can be regarded as a boundary drift segment; if there are at least two dominant frequency bands in the same segment with energy accounts for no less than 20% respectively, then the segment can be regarded as a composite double-peak segment; if the energy account for frequency bands above 800Hz exceeds 25%, or if there is a high-frequency energy rising trend in continuous monitoring, then the segment can be regarded as a high-frequency spillover risk segment.

[0031] For high-speed railway lines, if the dominant frequency band is concentrated between approximately 630Hz and 650Hz, or between approximately 579Hz and 606Hz, it indicates that the local rail bending mode and the wheel polygon passing frequency or wheel-rail excitation have formed a strong coupling, requiring further differentiation to determine whether it is a stable single peak, boundary drift, or a composite response. For urban rail transit lines, if the dominant frequency is mainly below 600Hz, but a local high-response segment appears in the 150Hz to 600Hz range, it indicates that although the secondary response above 800Hz may not appear in this segment, it already possesses the sensitive basis for corrugation, wheel polygon, or support changes, and subsequent configuration should still undergo risk assessment.

[0032] Step S2: Determine the operating condition type and consistency level based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics.

[0033] This step is not simply labeling sections, but rather transforming the stability of the dominant frequency band, its drift, the presence of bimodal peaks, and the accompanying risks of ripple, wheel polygons, or high-frequency secondary response into a unified operating condition type and consistency level. Operating condition sections with stable dominant frequency bands and risks not exceeding limits can be identified as single-peak sensitive operating conditions or stable levels; operating condition sections with dominant frequency bands close to adjacent gear boundaries or drifting along the section can be identified as boundary drift operating conditions or drift levels; operating condition sections with multiple dominant frequency bands, ripple risks, wheel polygon risks, or high-frequency spillover risks can be identified as composite bimodal operating conditions, high-frequency spillover risk operating conditions, or complex levels.

[0034] In one specific embodiment, Grade A indicates that the dominant frequency fluctuation is no greater than ±3% or no greater than 20Hz, and the main peak position is stable with no risk indicators exceeding the limits; Grade B indicates that the dominant frequency fluctuation is greater than ±3% but no greater than ±8%, or the drift is greater than 20Hz but no greater than 50Hz, or the ripple risk or wheel polygon risk is distributed finitely along the segment boundary; Grade C indicates that the dominant frequency fluctuation is greater than ±8%, the drift is greater than 50Hz, there is a composite bimodal response, there is a segment with enhanced ripple risk, there is a segment with enhanced wheel polygon risk, or there is a high-frequency spillover risk. The above grades enable the identification results to reflect both the frequency band status and whether the line configuration action requires switching gears, inserting transition gears, or adding risk control gears.

[0035] Step S3: Call the standard gear library, which includes main control gears, transition gears, and risk control gears.

[0036] This step calls upon or constructs a standard gear library. The standard gear library is not listed directly by existing fastener model names, but rather organized according to the target control frequency band, equivalent vibration absorption frequency window, equivalent mass window of the iron pad, upper structure stiffness window, lower structure stiffness window, and damping configuration range. Low-segment control gears, mid-segment control gears, high-segment control gears, transition gears, and risk control gears are all functional gears in the library, each undertaking different frequency band control tasks.

[0037] In one specific embodiment, the low-level control setting corresponds to an equivalent vibration absorption frequency window of 500Hz to 580Hz, with an equivalent mass of 10.0kg to 12.0kg for the iron pad, and stiffnesses of both the upper and lower structures ranging from 50MN / m to 80MN / m; the middle-level control setting corresponds to an equivalent vibration absorption frequency window of 580Hz to 690Hz, with an equivalent mass of 8.0kg to 10.5kg for the iron pad, stiffnesses of the upper structure ranging from 90MN / m to 130MN / m, and stiffnesses of the lower structure ranging from 35MN / m to 60MN / m; and the high-level control setting corresponds to an equivalent vibration absorption frequency window of 690Hz to 780Hz, with an equivalent mass of 9.0kg to 11.5kg for the iron pad, stiffnesses of the upper structure ranging from 150MN / m to 210MN / m, and stiffnesses of the lower structure ranging from 30MN / m to 50MN / m. The transition gear can be determined by interpolating the parameters of the adjacent main control gear, while the risk control gear is used to include the secondary response above 800Hz into the constraint.

[0038] The boundaries of the aforementioned frequency and parameter windows can be determined according to mechanistic relationships: the low-segment control section faces the lower target frequency band, the frequency band corresponding to the corrugated foundation response and the wheel polygon risk; the mid-segment control section faces the conventional high-frequency vibration absorption range; and the high-segment control section faces the section with a locally high rail bending mode or a high speed level. Retaining overlap or interpolation space between adjacent sections is to provide a transition margin for boundary drift conditions; the windows for the equivalent mass of the iron pad, the stiffness of the upper structure, and the stiffness of the lower structure are jointly influenced by the target vibration absorption frequency, fastener manufacturability, track support stability, and high-frequency pair response constraints.

[0039] At the manufacturing verification level, the preferred equivalent vibration absorption frequency for the low-level control section can be 541Hz, the equivalent mass of the iron pad can be 11.0kg, and the stiffness of both the upper and lower structures can be 63.6MN / m; for the mid-level control section, the preferred equivalent vibration absorption frequency can be 660Hz, the equivalent mass of the iron pad can be 9.0kg, the stiffness of the upper structure can be 110MN / m, and the stiffness of the lower structure can be 45MN / m; for the high-level control section, the preferred equivalent vibration absorption frequency can be 744Hz, the equivalent mass of the iron pad can be 10.0kg, the stiffness of the upper structure can be 180MN / m, and the stiffness of the lower structure can be 38.6MN / m. The control section window is used to constrain the executable range, and the preferred values ​​are used for manufacturing verification and scheme comparison; neither is limited to a specific existing fastener model.

[0040] For high-speed railway sections, the overall fastener system stiffness can be maintained within 30MN / m to 60MN / m; for urban rail transit sections, the overall fastener system stiffness can be maintained within 20MN / m to 40MN / m. In urban rail transit, the static stiffness of ordinary fastener assembly can be taken as 30MN / m to 40MN / m, and the static stiffness of vibration damping fastener assembly can be taken as 12MN / m to 18MN / m. The dynamic-to-static ratio of the fastener is preferably no greater than 1.4. The above parameters do not lock the fastener position to a certain existing model, but rather indicate that the standard fastener position library can be implemented through the manufacturability parameter window.

[0041] Step S4: Match the main control gear, another main control gear as a secondary control gear, transition gear or risk control gear according to the working condition type and the consistency level to form a section configuration, and perform verification and iteration on the section configuration based on the full-line frequency band distribution, gear distribution, ripple risk, wheel polygon risk and high-frequency secondary response risk.

[0042] The key to this step is not choosing a "suitable" gear, but ensuring a one-to-one correspondence between the identification results and the gear combinations. For operating conditions with single-peak sensitivity and a consistency level that meets stability requirements, a primary control gear is sufficient. For boundary drift conditions or operating conditions where the consistency level meets drift requirements, a primary control gear and a transitional gear are matched. For compound bi-peak conditions or operating conditions where the consistency level meets complex requirements, a primary control gear and another primary control gear serving as a secondary control gear are matched. For operating conditions with high-frequency spillover risks, a risk control gear is matched based on the already matched gears. Secondary control gears correspond to secondary target frequency bands and are still selected from low-segment, mid-segment, or high-segment control gears; no additional suspended gears are set outside the standard gear library.

[0043] The segment configuration method is also adapted to the identification results. Uniform configuration is suitable for scenarios where the dominant frequency band is stable and risk indicators do not exceed limits within the same operating condition segment; periodic configuration is suitable for boundary drift segments, allowing for alternating arrangement of main control positions and secondary control positions or transition positions in continuous fastener groups or continuous configuration units at a ratio of 3:1, 4:1, or 5:1; mixed configuration is suitable for segments with compound bipeaks, enhanced corrugation risk, enhanced wheel polygon risk, or high-frequency spillover risk, typically requiring at least two positions to be arranged in a preset ratio within the same operating condition segment. For example, a 3:1 periodic configuration can represent three groups of four continuous fasteners using the main control position and one group using the secondary control position or transition position, or it can represent three units of four continuous configuration units using the main control position and one unit using the secondary control position or transition position. The specific choice between fastener groups and configuration units can be determined according to the construction organization and line design documents.

[0044] In one specific embodiment, if the dominant frequency band of a high-speed railway slab track section is approximately 630Hz to 650Hz, the main control level can be selected between the middle-section control level and the high-section control level, with transition levels added according to boundary drift conditions. If the dominant frequency band is approximately 530Hz to 540Hz, the low-section control level can be selected. If the dominant frequency bands of approximately 350Hz and approximately 580Hz coexist, accompanied by a wheel polygon risk corresponding to the frequency band or a risk response of approximately 820Hz, then the middle-section control level, the high-section control level, and the risk control level need to be configured together. If the dominant frequency of an urban rail transit section is mainly located in the local response band of 150Hz to 600Hz, then the selection can be made between the low-section control level, the low-section and middle-section transition level, or the middle-section control level, based on the corrugation risk, the wheel polygon risk, and the track structure conditions.

[0045] Step S5: Perform transition control on adjacent working condition sections, and output the corresponding gear configuration scheme after the preset verification conditions are met.

[0046] This step is used to avoid hard switching between gear and target frequency band at the section boundary. Adjacent operating condition sections can be adjusted based on gear differences, such as inserting a transition gear, inserting an intermediate gear, merging short sections, or extending towards the risk side. If the gears of adjacent operating condition sections differ by one level, a transition gear can be used, or a transition can be performed between adjacent gears at a ratio of 1:1 to 4:1; if the gears of adjacent operating condition sections differ by more than two levels, an intermediate gear or a transition gear can be inserted; if the section length is too short, merging can be performed or a gear closer to the risk side can be inherited; if located at curve entrances, curve exits, changes in track bed type, or changes in vibration reduction level, a transition section can be extended towards the risk side to avoid abrupt changes in stiffness and frequency band concentrated at a single point.

[0047] In one specific embodiment, the transition length for urban rail transit sections can be no less than 20m, and the transition length for high-speed railway sections can be no less than 50m; when site conditions are limited, no less than 30 sets of continuous fasteners can be used as the minimum transition unit. For small-radius curve sections in the range of R350m to R360m, combinations of transition stops, main control stops, and transition stops can be used at the curve entrance, curve middle, and curve exit to reduce the frequency band impact when wheels enter and leave the curve. The real challenge for the line is often not the middle of the section, but the connection points between adjacent sections.

[0048] The output gear configuration scheme can include a section gear configuration table, an adjacent section transition configuration table, a full-line gear distribution map or list, a corrugation risk and wheel polygon risk coverage list, a high-frequency secondary response risk list, and adjustment records for each round. The section gear configuration table records the start and end positions, working condition type, consistency level, main control gear, secondary control gear, or risk control gear for each working condition section; the adjacent section transition configuration table records the transition gear, transition length, cycle ratio, and construction unit; the verification result list records the risk items that trigger verification and the corresponding correction actions.

[0049] The iteration termination condition can be set as follows: the target frequency band distribution across the entire line is no longer excessively concentrated; the continuous proportion of a single gear no longer exceeds the preset proportion; there are corresponding configurations or verification records for the corrugation risk section and the wheel polygon risk section; the high-frequency secondary response risk has not exceeded the limit; and there are no abrupt boundary changes between adjacent working condition sections that require further extension. If the above conditions are not met after reaching the preset number of iterations, then unclosed risk items and sections recommended for manual review are output, instead of directly generating the final configuration.

[0050] In some preferred embodiments, the implementation methods for urban rail transit and high-speed rail lines are also included. In urban rail transit lines, sections with a dominant frequency below 600Hz and a predominantly 0-150Hz frequency range can prioritize the use of low-level control stops and transition stops to control local corrugation, support changes, and impact anomalies. In high-speed rail lines, slab track sections with support spacing of approximately 0.629m to 0.650m and speeds of approximately 200km / h to 350km / h can prioritize the use of mid-level and high-level control stops to control local rail bending modes, while simultaneously covering wheel polygonal risks. Although the operating conditions of the two types of lines differ, the identification framework, stop library structure, transition control logic, and overall line verification approach can remain consistent.

[0051] In a set of parameter implementation examples for high-speed railways, if the dominant frequency band of the line is concentrated between approximately 630Hz and 650Hz, it indicates that the section is closer to the boundary between the mid-range control level and the high-range control level. In this case, the mid-range control level can be used as the main control level first, and then the decision to superimpose a transition level depends on whether the frequency band of the adjacent section continues to shift upwards. If the dominant frequency band of the adjacent section falls between approximately 579Hz and 606Hz, or if there is a risk frequency band corresponding to the wheel polygon order, the section can generally be regarded as a boundary drift section or a risk-enhanced section. The main control level and the transition level can be arranged periodically in a ratio of 4:1 or 3:1 to reduce the frequency band jump at the boundary. If the dominant frequency band of a certain local section is approximately 530Hz to 540Hz, the low-range control level can be selected first, and then used in conjunction with the transition level between the mid-range control level if necessary, to avoid selecting the level too high and pushing the response to a higher frequency band.

[0052] In a set of parameter implementation examples for urban rail transit, if the average effective value of line vibration is approximately 0.89g, but the effective value of vibration in some sections exceeds 4g, and the effective value of impact in some sections exceeds 1400SV, then the line cannot be treated solely based on the average condition. Instead, rail-side corrugation sections, wheel-side polygonal risk-related responses, curved sections, and local support abrupt change sections should be identified separately. For sections with a dominant frequency mainly below 600Hz and a predominance of 0-150Hz, a low-level control setting can be prioritized. For locally high-response sections between 150Hz and 600Hz, a transition setting can be arranged between the low-level and mid-level control settings. For sections with corrugation characteristic intervals longer than 100m and wheel-rail vibration effective values ​​greater than 2g, or sections with frequency bands corresponding to wheel polygonal risks, these sections can be prioritized for verification, and risk control settings can be introduced when necessary. The above arrangement is not intended to compress every high response into the same frequency band, but rather to ensure that wave wear risk, wheel polygon risk, impact anomaly, and local frequency band concentration each correspond to appropriate configuration actions.

[0053] At the level of gear position library manufacturing, maintenance, and updates, the standard gear position library can consist of two parts: a design library and a field revision library. The design library stores stable parameter windows and optimal values, while the field revision library stores correction records for specific lines, track bed types, or maintenance conditions. For example, a low-level control gear position can correspond to an optimal frequency of around 541Hz, a mid-level control gear position can correspond to an optimal frequency of around 660Hz, and a high-level control gear position can correspond to an optimal frequency of around 744Hz. The equivalent mass of the iron pad, the stiffness of the upper structure, and the stiffness of the lower structure can be stored in the aforementioned windows, and fine-tuning can be performed during manufacturing verification based on materials, thickness, geometry, and additional mass blocks. After the above processing, the gear position library can cover both the scheme comparison during the line design stage and the partial updates during the subsequent maintenance stage.

[0054] Example 2

[0055] like Figure 2 As shown, this embodiment provides a high-frequency vibration-absorbing fastener track system for condition identification and standardized gear configuration. This system can be deployed on a track design platform, track maintenance database, monitoring and analysis platform, or configuration auxiliary software. It can also function as part of a track scheme comparison tool, condition analysis tool, and gear library retrieval tool. The system includes: The working condition section division module is configured to divide working condition sections according to the working condition indicators of the track line and extract the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics.

[0056] The module's inputs can come from track inspection, acceleration monitoring, maintenance records, and track ledgers; its output is a set of sections that can be identified and configured later. The module's design does not simply create segmentation markers, but rather transforms structural changes, support changes, speed changes, sudden peak changes, and maintenance status changes into clear boundary criteria, allowing curve entrances and exits, changes in track bed type, floating slab or vibration isolation pad sections, and bridge-tunnel transition sections to naturally enter the segmentation logic.

[0057] The operating condition identification module is configured to determine the operating condition type and consistency level based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics.

[0058] The module can retain judgment conditions such as the proportion of primary peak energy, the proportion of secondary peak energy, frequency band drift, the proximity of adjacent range boundaries, the proportion of energy above 800Hz, and the continuous upward trend of high-frequency energy. Its function is not to replace human experience, but to solidify the judgment rules that are not easy to reproduce stably in human experience, so that the same line can still give consistent recognition results at different stages and with different personnel involved.

[0059] The standard gear library module is configured to provide a standard gear library including main control gears, transition gears, and risk control gears.

[0060] The library can store the target control frequency band, equivalent vibration absorption frequency window, equivalent mass window of the iron pad, upper structure stiffness window, lower structure stiffness window, damping configuration range, and optimal values ​​for each control level. For low-level, mid-level, and high-level control levels, the module can store windows such as 500Hz to 580Hz, 580Hz to 690Hz, and 690Hz to 780Hz, and use these three as subordinate types of the main control level. For transitional levels, the module can store interpolation rules between adjacent levels. For risk control levels, the module can store secondary response constraint rules above 800Hz. Secondary control levels are undertaken by low-level, mid-level, or high-level control levels that match the secondary target frequency band. Therefore, the library is not a static directory, but a verifiable, updatable, and reusable set of parameters.

[0061] The gear matching and section configuration module is configured to match the main control gear, another main control gear that serves as the secondary control gear, the transition gear, or the risk control gear according to the operating condition type and the consistency level, and form a section configuration. The section configuration is then checked and iterated based on the full-line frequency band distribution, gear distribution, wear risk, wheel polygon risk, and high-frequency secondary response risk.

[0062] When generating segment configurations, the module must specify a unified configuration, periodic configuration, or mixed configuration method, and can specify periodic ratios of 3:1, 4:1, and 5:1. The configuration results not only answer "which gear to select," but also provide the segment, ratio, and connection basis for subsequent transition control and scheme output.

[0063] The transition control module is configured to perform transition control on adjacent operating condition sections.

[0064] The module can prompt the insertion of a transition gear when the gears in a section differ by one level, prompt the insertion of an intermediate gear when the difference is more than two levels, prompt the merging of sections in short-section scenarios, and prompt the extension towards the risk side at curve entrances and exits or changes in vibration reduction level. If the verification finds that a single gear continuously accounts for more than 70%, the dominant frequency band continuously dominates above 500m, the risk of corrugation or wheel polygon risk is not covered, or the high-frequency secondary response exceeds the limit, the module should return to the boundary, proportion, and transition length adjustment stage for recalculation.

[0065] The scheme output module is configured to output the corresponding gear configuration scheme after the preset verification conditions are met. The gear configuration scheme includes a section gear configuration table, an adjacent section transition configuration table, a full-line gear distribution list, a risk coverage list, and a verification result list.

[0066] In one type of high-speed railway deployment scenario, the system can identify sections with support spacing of approximately 0.629m to 0.650m and speeds of approximately 250km / h to 300km / h as mid-to-high frequency sensitive areas with a dominant frequency band of approximately 630Hz to 650Hz. It then sets the main control position to a mid-range or high-range control position and connects adjacent sections through transition positions, while including wheel polygon risks in the risk coverage list. In another type of urban rail transit deployment scenario, the system can identify sections with a dominant frequency below 600Hz but with significant local high responses in the 150Hz to 600Hz range as corrugation sensitive areas or wheel polygon risk-related sections, and then combine them between low-range control positions, transition positions, and risk control positions. Both deployment methods share the same module framework, but the output position combinations and transition methods are different.

[0067] The above embodiments illustrate that this invention connects operating condition identification, standard gear library, section configuration, transition control, and full-line verification into a complete chain. It does not require every line to use the same gears, nor does it require every section to adopt the same configuration density. Instead, it allows lines to form differentiated, verifiable, and maintainable fastener configuration schemes within a unified framework.

[0068] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A method for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system, characterized in that, include: The operating condition sections are divided according to the operating condition indicators of the track line, and the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics are extracted. The operating condition type and consistency level are determined based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics. Call the standard gear library, which includes main control gears, transition gears, and risk control gears; Based on the operating condition type and the consistency level, a main control gear, another main control gear serving as a secondary control gear, a transition gear, or a risk control gear are matched to form a section configuration; and the section configuration is verified and iterated based on the overall frequency band distribution, gear distribution, corrugation risk, wheel polygon risk, and high-frequency secondary response risk. Transition control is performed on adjacent operating condition sections, and the corresponding gear configuration scheme is output after the preset verification conditions are met.

2. The method for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 1, characterized in that, The operating condition indicators include structural indicators, operational indicators, response indicators, and risk indicators. The division of operating condition sections includes determining the section boundaries based on structural changes, support changes, speed changes, sudden changes in the main peak, or changes in maintenance status.

3. The method for identifying the working conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 2, characterized in that, The determination of operating condition type and consistency level includes: identifying operating condition segments with stable dominant frequency bands and no risk exceeding the limit as single-peak sensitive operating conditions or stable levels; identifying operating condition segments with dominant frequency bands close to the boundary of adjacent gears or drifting along the segment as boundary drift operating conditions or drift levels; and identifying operating condition segments with multiple dominant frequency bands, ripple risk, wheel polygon risk, or high-frequency spillover risk as composite bipeak operating conditions, high-frequency spillover risk operating conditions, or complex levels.

4. The method for identifying the working conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 1, characterized in that, The standard gear library includes low-segment control gears, mid-segment control gears, and high-segment control gears as the lower-level types of the main control gears, and also includes transition gears and risk control gears. The low-segment control gears, mid-segment control gears, and high-segment control gears correspond to relatively low, intermediate, and high target control frequency bands, respectively. The target control frequency band of the transition gears is located between adjacent main control gears. The risk control gears are used to constrain high-frequency secondary responses.

5. The method for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 4, characterized in that, The gear positions in the standard gear position library are jointly defined by the target control frequency band, the equivalent vibration absorption frequency window, the equivalent mass window of the iron pad, the upper structure stiffness window, the lower structure stiffness window, and the damping configuration range. Furthermore, the standard gear position library does not use the name of existing engineering fastener models as a gear position limitation condition.

6. The method for identifying the working conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 3, characterized in that, The matching includes: matching a main control gear for operating condition segments with single-peak sensitive conditions and consistency levels meeting stability conditions; matching a main control gear and a transition gear for operating condition segments with boundary drift conditions or consistency levels meeting drift conditions; matching a main control gear and another main control gear as a secondary control gear for operating condition segments with compound bi-peak conditions or consistency levels meeting complex conditions; and matching a risk control gear for operating condition segments with high-frequency spillover risk conditions based on the already matched gears.

7. The method for identifying the working conditions and standardizing gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 6, characterized in that, The segment configuration includes unified configuration, periodic configuration, and mixed configuration. The unified configuration is that the same main control gear is used in the same working condition segment. The periodic configuration is that the main control gear and the auxiliary control gear or transition gear are alternately configured in the continuous fastener group or continuous configuration unit according to a preset ratio in the same working condition segment. The mixed configuration is that at least two gears are configured in the same working condition segment according to composite frequency band or risk status.

8. The method for identifying the working conditions and standardizing the gear configuration of a high-frequency vibration-absorbing fastener track system according to claim 7, characterized in that, The transition control includes inserting a transition gear, inserting an intermediate gear, merging short segments, or extending towards the risk side based on the gear differences between adjacent operating sections. The verification iteration includes adjusting the operating section boundary, gear ratio, transition section length, or risk control gear configuration when the target frequency band distribution is concentrated, the continuous proportion of a single gear exceeds the preset proportion, the risk of rubbing or wheel polygon risk is not covered, or the high-frequency secondary response exceeds the limit. The output corresponding gear configuration scheme includes an output section gear configuration table, an adjacent section transition configuration table, and a verification result list.

9. A high-frequency vibration-absorbing fastener track system for identifying operating conditions and standardizing gear configuration, characterized in that: include: The working condition section division module is configured to divide working condition sections according to the working condition indicators of the track line and extract the dominant frequency band, frequency band consistency degree and high frequency spillover risk characteristics; The operating condition identification module is configured to determine the operating condition type and consistency level based on the dominant frequency band, the frequency band consistency degree, and the high-frequency spillover risk characteristics; The standard gear library module is configured to provide a standard gear library including main control gears, transition gears, and risk control gears; The gear matching and section configuration module is configured to match the main control gear, another main control gear as a secondary control gear, transition gear or risk control gear according to the working condition type and the consistency level to form a section configuration, and to perform verification and iteration on the section configuration based on the full-line frequency band distribution, gear distribution, wear risk, wheel polygon risk and high-frequency secondary response risk. The transition control module is configured to perform transition control on adjacent operating condition sections; The scheme output module is configured to output the corresponding gear configuration scheme after the preset verification conditions are met.

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