CN106997409B - Train derailment accident scene construction method based on tunnel differential settlement - Google Patents
Train derailment accident scene construction method based on tunnel differential settlement Download PDFInfo
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Abstract
The invention provides a train derailment accident scene construction method based on tunnel differential settlement, which comprises the following steps: s1) establishing a basic model of the uneven settlement of the subway tunnel according to the variable causing the uneven settlement of the tunnel base; s2) acquiring the uneven settlement of the tunnel substrate and the inclined deformation data of the tunnel substrate, and carrying out centralized analysis processing on the acquired data information by combining the current condition of the subway tunnel to obtain the deformation or settlement of the rail; s3) the deformation or settlement of the rail is amplified and acts on the subway train running at high speed to obtain a train instability and derailment model; s4) virtualizing the accident scenario and performing animation. The method provides an emergency preparation strategy for safe operation service after the subway is opened in a city, and aims to pre-show train derailment accidents caused by uneven settlement of tunnels so as to strengthen emergency preparation.
Description
Technical Field
The invention belongs to the field of emergency management of urban subway operation, and particularly relates to a method for constructing a train derailment accident scene based on tunnel uneven settlement.
Background
With the rapid development of society, urban population is dense, space is crowded, traffic is blocked, and the development and utilization of urban underground space is a must-go way for urban development in the 21 st century, and many scholars in the world refer to the 21 st century as the "century for underground space development and utilization".
The subway is a lifeline project for city construction, the subway construction provides convenience for traffic of the whole city, meanwhile, great hidden danger is brought to safe burying of the city, the operation safety of trains is seriously affected by uneven settlement of subway tunnels, and the safe operation of the subway tunnels is ensured at present. However, the subway tunnel is easily subjected to uneven settlement due to various influences, for example, the subway tunnel inevitably passes through a bad geological section (a backfill area, a quicksand layer, a goaf, a soft rock section, a fracture zone and the like), and the shock load in the running process of a train activates the bad geological section, so that the tunnel is subjected to uneven settlement; for another example, the construction of other lines and the application of other external loads (such as a newly built building) can cause adverse effects on the operated subway tunnel lines, that is, deformation, inclination, displacement, swelling or settlement of the tunnel structure, the subway bed and the subway rail are caused, thereby seriously affecting the running safety of the train. In recent years, subway operation accidents frequently occur, compared with safety accidents occurring during the construction of subway tunnels, consequences and harm caused by the safety accidents occurring in the operation period are more serious, and the subway tunnel safety operation method has obvious disaster characteristics and is closely related to the safety of lives and properties of all citizens. Therefore, the method has important research significance for the construction of the situation of the train derailment accident caused by the uneven settlement of the tunnel, is not completely based on the important theoretical value of the method, and is especially indispensable for supporting and guiding a series of emergency management working practices such as emergency preparation planning, emergency plan management, emergency training and practicing and the like of the important train derailment emergency.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a method for constructing a train derailment accident scene based on tunnel uneven settlement, provides an emergency preparation strategy for safe operation service after a subway is opened in a city, and aims at the pre-display of the train derailment accident caused by tunnel uneven settlement so as to strengthen emergency preparation.
The technical scheme of the invention is realized as follows:
a train derailment accident scene construction method based on tunnel differential settlement comprises the following steps:
s1) establishing a basic model of the uneven settlement of the subway tunnel according to the variable causing the uneven settlement of the tunnel base;
s2) acquiring the uneven settlement of the tunnel substrate and the inclined deformation data of the tunnel substrate, and carrying out centralized analysis processing on the acquired data information by combining the current condition of the subway tunnel to obtain the deformation or settlement of the rail;
s3) the deformation or settlement of the rail is amplified and acts on the subway train running at high speed to obtain a train instability and derailment model;
s4) the train derailment accident scene based on the uneven settlement of the tunnel is virtualized and animation display is carried out.
In the foregoing technical solution, in step S1), the variables that cause uneven settlement of the tunnel base include:
a, unevenness of a soil body lying below the tunnel in a construction period;
b, non-uniformity of a lower lying soil body in the operation period;
c, underground water action;
d, the vibration load of the train acts.
In the above technical solution, the uneven settlement amount of the tunnel base in step S2) is a variation Δ S of the height of the monitoring point from the reference point:
ΔS＝SI-SO
in the formula: SI represents the sinking value of a monitoring point;
a sinking value of the reference point indicated by S0;
Δ S represents the amount of change in the height of the monitoring point from the reference point.
In the above technical solution, the inclined deformation of the tunnel base in step S2) is a ratio of a sinking difference of adjacent points in a vertical direction to a horizontal distance between the adjacent points, which reflects a slope of the settling tank along a certain direction, and is represented by T, and the inclined deformation is a first derivative of the sinking:
in the formula: s (x) is the sinking difference of two adjacent monitoring points in the numerical direction;
x is the horizontal distance between two adjacent monitoring points.
In the above technical solution, in step S3), the train instability and derailment model includes: a safe contact state, B derailment critical state and C derailment state;
defining wheel lift as ZupThe climbing amount of the wheel is Z1The wheel runout is Z2，Zup＝Z1+Z2；
Defining the height of the wheel rim as hf；
If Z isupLess than hfThe vehicle is in a safe contact state A;
if Z isupIs equal to hfThe vehicle is in a critical state of derailment B;
if Z isupGreater than hfThe vehicle is in a C derailment state.
In the above technical solution, step S4) specifically includes the following steps:
s41) obtaining a data model of the orbit curvature using the solid image of the orbit having the bending deformation;
s42) virtual tunnel differential settlement model;
s43) bending the constructed data model of the track bending;
s44) virtual train derailment animation.
In the above technical solution, step S41) includes:
s411) introducing an image with track bending data information, and mapping the bending data information to a virtual plane needing to be subjected to bending calculation;
s412) capturing the bending information of the track bending image of the plane, and carrying out further matching setting with the bending information of the bending image of the original plane;
s413) further processing the spline image data, i.e. adding a setting of depth to the data, making it a parametric data model.
In the above technical solution, step S43) includes:
s431) introducing a train track model into an object module by using a bending program, and designating the train track model as a function object;
s432) performing bending calculation on the acting object through a bending module to obtain more train track bending models;
s433) after the first bending calculation is executed, taking the first bending result as an action object, executing a bending instruction again, and executing more detailed bending data processing;
s434) bending the local bending data information of the bending center part to obtain a more accurate bending result;
s435) train derailing processing is carried out on the track bending model for multiple times, and a track train derailing result is obtained.
And step S44), a bending instruction is executed by utilizing the physics engine in the bending program to form a complete animation, and the step is the process of finally forming the animation.
In conclusion, according to the method for constructing the train derailment accident scene based on the tunnel uneven settlement, starting from the knowledge of the mechanism (the unevenness of the lower soil layer, the action of underground water and the action of train vibration load) causing the uneven settlement of the tunnel base, a basic model of the uneven settlement of the subway tunnel is established, the deformation of the subway rail caused by the uneven settlement of the tunnel base is analyzed, and the deformation or settlement condition of the rail is obtained through actual measurement or calculation; then the deformation of the subway rail is amplified and acts on a subway train running at high speed, so that the wheel is unstable (jump or derail), and further the train derail accident is caused; and the 'train derailment accident scene based on the uneven settlement of the tunnel' is constructed and displayed to a subway train operation manager in an instantiated mode so as to guide expected risk research, realize an emergency preparation strategy for deeply analyzing risks, develop 'pressure test' on an existing emergency system, further optimize a coping strategy, perfect a plan and strengthen preparation.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic overall flow chart of a train derailment accident scene construction method according to the present invention;
FIG. 2 is a schematic diagram of a wheel derailment;
FIG. 3 is a schematic wheel-rail collision diagram;
FIG. 4 is a schematic diagram of a train derailment process;
FIG. 5 is a schematic view of wheel lift;
FIG. 6 is a schematic diagram of a wheel climbing rail;
FIG. 7 is a schematic view of the wheel jumping off the rail instantaneously;
FIG. 8 is a schematic flow chart of animation display performed by the train derailment accident scene construction method of the present invention;
FIG. 9 is a schematic flow chart of the data model for obtaining the curvature of the track shown in FIG. 8;
fig. 10 is a schematic flow chart illustrating a process of bending the rail train derailment data model in fig. 8.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The technical solutions of the present invention will be described in detail below with reference to the accompanying drawings and the technical principles and the like related to the present invention.
As shown in fig. 1, the method for constructing a train derailment accident scene based on tunnel differential settlement comprises the following steps:
s1) establishing a basic model of the uneven settlement of the subway tunnel according to the variable causing the uneven settlement of the tunnel base;
s2) acquiring the uneven settlement of the tunnel substrate and the inclined deformation data of the tunnel substrate, and carrying out centralized analysis processing on the acquired data information by combining the current condition of the subway tunnel to obtain the deformation or settlement of the rail;
s3) the deformation or settlement of the rail is amplified and acts on the subway train running at high speed to obtain a train instability and derailment model;
s4) the train derailment accident scene based on the uneven settlement of the tunnel is virtualized and animation display is carried out.
In the foregoing technical solution, in step S1), the variables that cause uneven settlement of the tunnel base include:
a, unevenness of a soil body lying below the tunnel in a construction period;
b, non-uniformity of a lower lying soil body in the operation period;
c, underground water action;
d, the vibration load of the train acts.
Specifically, there are several variables that cause the differential settlement of the tunnel floor:
(1) influence of unevenness of soil mass lying below tunnel on uneven settlement of subway tunnel in construction period
Before the subway tunnel is excavated, the rock mass is in an original stress balance state (without considering geological structure stress response). When the subway tunnel is excavated, the shield pushing action can disturb the soil around the tunnel, so that the stress of the rock mass is redistributed, and the rock mass at the top of the tunnel sinks under the action of the self gravity and the overlying rock mass. The excavation of the tunnel causes the release of rock mass stress at the tunnel, the tunnel substrate generates uplift or deformation under the reaction force of the lower lying soil body, the tunnel excavation depth is different, the geological conditions are different, the reaction force of the lower lying soil body is different, the uplift or deformation degree of the bottom plate is also different, and the macroscopic expression is that the tunnel generates uneven settlement.
(2) Influence of nonuniformity of horizontal soil body in operation period on nonuniform settlement of subway tunnel
The non-uniform settlement of the subway tunnel is accompanied with the whole life cycle of the subway tunnel, and is a long-term development process, and the different soil properties of the lower lying soil layers are the main reasons for the non-uniform settlement of the subway tunnel. The tunnel is not uniformly settled but not uniformly settled, the tunnel is not uniformly settled, the tunnel circular seam is opened due to the non-uniform settlement of the tunnel, water and mud are leaked, the track is deformed, and the safe operation of the train is seriously influenced. However, in actual engineering, tunnels are connected with different areas of a city, often penetrate through stratums with different properties, and often penetrate through weak interlayers, so that the tunnels are subjected to uneven settlement, and the safe operation of trains is seriously influenced. Through field monitoring data analysis, when a tunnel passes through soil layers with different properties and different elastic moduli, the tunnel settlement curve is greatly changed, the smaller the elastic modulus E is, the larger the tunnel settlement value is, the tunnel settlement value is increased along with the reduction of E, and the settlement area is enlarged along with the increase of the elastic modulus E, namely the larger the elastic modulus difference of the adjacent soil layers is, the more serious the phenomenon of uneven settlement generated by the tunnel is; when the values of the elastic modulus E1 and E2 of adjacent soil layers are close, the settlement value of the tunnel tends to be flat. When adjacent soil layers are soil layers with different properties and the elastic moduli of the two soil layers are different by one time or more than one time, the uneven settlement of the tunnel exceeds the standard regulation limit, and the longitudinal height difference of the track cannot exceed 4mm/10m according to the requirements of technical standards for subway line protection, so that the phenomenon that the great height difference of the track is generated due to the overlarge uneven settlement amount, the comfort and the safety of a train are influenced, and even the train is derailed is prevented.
(3) Influence of underground water action on non-uniform settlement of subway tunnel
The subway tunnel is in the environment that contains groundwater, and the rising and the decline of groundwater level line all can produce the influence to subway tunnel subsides. The reduction of the underground water level can reduce the buoyancy of underground water in soil bodies to particles on one hand, so that the stratum is compressed to be settled; on the other hand, the underground water is used as a medium in the soil body, the volume occupied by the water in the soil body is reduced due to the loss of the underground water, so that the positions of soil particles are readjusted and rearranged, the framework is dislocated, the particles are compacted mutually, namely, the soil body is consolidated, and the macroscopic expression is that the stratum is settled. The rising of the underground water level can increase the floating force of the underground water on the subway tunnel, and the tunnel structure floats upwards. The effect of underground water on the subway tunnel structure is related to the rising and falling of underground water level lines and the distribution condition of underground water. Therefore, the underground water may cause uneven settlement of the subway tunnel.
(4) Influence of train vibration load on uneven settlement of subway tunnel
When a train runs on the rail, the train wheels and the rail interact to form an excitation source, vibration energy is transmitted to the lining structure and the tunnel surrounding rock sequentially through the rail and the roadbed in a vibration wave form, the passing part of the vibration wave can generate power response, different lower lying soil layers react to the vibration load of the train differently, and the subway tunnel is represented as uneven settlement.
The train derailing mechanism is described in detail below with reference to fig. 2 to 4.
The mechanical mechanism of train derailment is that a train bridge system and a train track system lose the transverse vibration stability, so that the fundamental theory for preventing the train derailment is to identify and ensure the transverse vibration stability of the system. The final expression form of derailment is that the wheel rim and the steel rail have violent transverse collision, when the collision energy reaches a certain threshold value, the wheel can jump, and when the wheel jumps away from the height and the top of the wheel rim reaches or is higher than the top of the rail, the wheel can be free from the restriction of the steel rail by slight transverse disturbance, so that the derailment and derailment can be caused. The uneven settlement of the subway tunnel can cause track defects or movement, for example, the track is bulged or unsmooth, so that the train passing at high speed has transverse collision of wheel and track, and when the jumping height h of the train is greater than the height h of the trackfWhen the train derails, as shown in fig. 2.
As shown in fig. 3, the wheel-sets are at a transverse velocity VyThe flange of the left wheel collides with the steel rail, and the collision contact point is CLF. In order to examine the possibility of track jump and derailment of a collided wheel, the transverse collision of the wheel track is simplified into the rigid body collision between a wheel set and an inclined plane on the assumption that a steel rail is fixed. Wheel rim contact occurs due to collision and it is most importantThe dangerous working condition is that the wheel pair rolls around a non-collision side contact laterally to enable a collision wheel to jump up, and the wheel-rail transverse collision model is established according to the most dangerous working condition.
In order to describe the motion trend of the collision wheel, the transverse, side rolling, self rotating and head shaking collision equations of the wheel pair are required to be established. It is assumed that during a collision, the non-colliding side wheel is always in contact with the rail due to the weight of the wheel. For simplicity, a non-crash wheel contact point C is introducedRA reference coordinate system (C) which is the origin and parallel to the main systemRxyz) to establish the collision equation. At the coordinate, the wheel-rail contact point CLFAround point CRThe respective velocities of (a) are:
in the formula:
and
each being a wheel pair about an axis CRZAnd CRXYaw and roll angular velocities;
xlfand zLFIs a contact point CLFLongitudinal and vertical seating;
g is two contact points CLFAnd CRThe distance of (c).
According to the impulse quantification, establishing a transverse and rotary collision equation of the wheel pair as follows:
in the formula: m is the unsprung mass of the wheel set;
IRXXand IRZZEach being an unsprung mass about axis CRXAnd CRZThe rotational inertia of the shaft;
Iyythe moment of inertia of the unsprung mass about the axle centerline;
Δvythe transverse speed variation of the centroid of the wheel set is taken as the transverse speed variation;
Pi(i ═ 1, 2, 3) is the impulse acting on the colliding wheel during the collision.
Based on the micro-integral calculation, when the traversing speed and the contact point of the wheel pair are known, the transverse and vertical instantaneous speeds of the collided wheel can be obtained through the collision equation integral. When the vertical instantaneous velocity is great enough to free the colliding wheel from the wheel weight, the wheel pair will wind around the other side wheel contact point CRAnd side rolling to lift the collision wheel away from the steel rail by a certain height so as to cause derailment.
According to the mechanics mechanism of train derailment, the train derailment process shown in fig. 4 can be obtained.
According to the above principle, in the technical scheme of the invention, the acquisition and judgment of the related data are as follows:
in the technical scheme of the invention, the uneven settlement amount of the tunnel base in the step S2) is the variation quantity delta S of the height of the monitoring point relative to the reference point:
ΔS＝SI-SO
in the formula: SI represents the sinking value of a monitoring point;
a sinking value of the reference point indicated by S0;
Δ S represents the amount of change in the height of the monitoring point from the reference point.
In the above technical solution, the inclined deformation of the tunnel base in step S2) is a ratio of a sinking difference of adjacent points in a vertical direction to a horizontal distance between the adjacent points, which reflects a slope of the settling tank along a certain direction, and is represented by T, and the inclined deformation is a first derivative of the sinking:
in the formula: s (x) is the sinking difference of two adjacent monitoring points in the numerical direction;
x is the horizontal distance between two adjacent monitoring points.
Specifically, the oblique deformation is understood to mean the slope between two points, expressed as the slope of the tangent to the center of the line connecting the two points. Let A, B be two adjacent measurement points, and its sinking difference is Δ SABA, B the oblique deformation between points is
In the formula: sARepresents the sinking value of the measuring point A;
SBrepresents the sinking value of the measuring point B;
lABindicating the horizontal distance between points A, B.
After the data are collected, the collected data information is subjected to centralized analysis processing by combining the current condition of the subway tunnel, and the deformation or settlement of the rail is obtained.
In the above technical solution, in step S3), the train instability and derailment model includes: a safe contact state, B derailment critical state and C derailment state;
defining wheel lift as ZupThe climbing amount of the wheel is Z1The wheel runout is Z2，Zup＝Z1+Z2；
Defining the height of the wheel rim as hf；
If Z isupLess than hfThe vehicle is in a safe contact state A;
if Z isupIs equal to hfThe vehicle is in a critical state of derailment B;
if Z isupGreater than hfThe vehicle is in a C derailment state.
Specifically, as shown in FIG. 5, a wheel lift Z is definedupThe vertical distance between the nominal contact point of the wheel tread and the highest point of the top surface of the steel rail is the climbing amount Z of the wheel1And the jumping amount Z2 (wheel and rail)Upon separation) of the sum, i.e. Zup＝Z1+Z2. For low speed derailing, as shown in FIG. 6, Z2The wheel lifting amount is the wheel climbing amount, namely Z, which is equal to 0up＝Z1(ii) a In case of derailment due to rail jump, the rail climbing process is usually followed, and in special cases, the wheel may jump off the rail instantly from the normal contact state, as shown in fig. 7, when Z isup＝Z2。
In any case, as long as the wheel lift is less than the wheel rim height hfIn theory, it can be determined that the vehicle is not derailed at this time, because the lowest point of the wheel rim is still lower than the highest point of the rail surface, the wheel cannot be released from the constraint of the rail. Once the wheel lift equals the rim height hfThe wheel has the derailment danger at any time, because the bottom of the wheel flange is completely jumped to the highest point of the top surface of the steel rail at the moment, if a small transverse disturbance happens, the derailment happens instantly, and therefore the state belongs to the derailment critical state.
The technical scheme of the invention can be realized by various software platforms with modeling and drawing functions, and the implementation of the step S4) is described in combination with 3Dmax software and the like.
As shown in fig. 8, in the above technical solution, step S4) specifically includes the following steps:
s41) obtaining a data model of the orbit curvature using the solid image of the orbit having the bending deformation;
s42) virtual tunnel differential settlement model;
s43) bending the constructed data model of the track bending;
s44) virtual train derailment animation.
As shown in fig. 9, step S41) includes:
s411) introducing an image with track bending data information, and mapping the bending data information to a virtual plane needing to be subjected to bending calculation;
s412) capturing the bending information of the track bending image of the plane, and carrying out further matching setting with the bending information of the bending image of the original plane;
s413) further processing the spline image data, i.e. adding a setting of depth to the data, making it a parametric data model.
Specifically, in step S411), the material editing program is used in cooperation with an image coordinate modification program, and coordinates of the curved image are applied to the plane, that is, the curved image can be matched with the plane, so that the curved image, particularly the curved curvature of some details, can be mapped, and can be projected onto the plane with the original size being accurate.
Step S412), based on the plane bending image, the bending information of the plane bending image is captured by using a linear spline program, and further matching setting is performed with the bending information of the original plane bending image.
And matching is sequentially carried out according to the saliency of the track curve, the obviously salient curve information is matched, then the curve structure is thinned, and the whole curve image is decomposed into a plurality of small blocks. It is noted that when closed spline is used to break up the tiles, the data of the closed spline must overlap with a certain piece of data information of at least one other closed spline. The matching method can obtain the captured data information of a precise curved image, and the captured data information of the precise curved image can provide a good implementation basis for a subsequent program.
Step S43), a bending process is performed on the rail train derailment data model by using a bending program, and as shown in fig. 10, a specific method of performing rail bending by using the bending program is as follows:
s431) introducing a train track model into an object module by using a bending program, and designating the train track model as a function object;
s432) performing bending calculation on the acting object through a bending module to obtain more train track bending models;
s433) after the first bending calculation is executed, taking the first bending result as an action object, executing a bending instruction again, and executing more detailed bending data processing;
s434) bending the local bending data information of the bending center part to obtain a more accurate bending result;
s435) train derailing processing is carried out on the track bending model for multiple times, and a track train derailing result is obtained.
This step is mainly to perform a bending process on the virtual solid bending model constructed in step S41) by using a bending program of a three-dimensional program. Wherein: first, local data information fragments of the track are introduced into a bending program object module as action objects participating in bending calculation. Then, after performing the first bending calculation, the bending program will take the first bending result as the acting object, and then execute the bending instruction again. Repeating the same bending step, and performing multiple bending calculations on the acting object through the bending module to obtain more bending models; train derailing processing is carried out on the bending model by utilizing the train operation model, and multiple times of derailing processing is carried out by utilizing the same steps, so that a more precise train derailing result is obtained.
And step S44), a bending instruction is executed by utilizing the physics engine in the bending program to form a complete animation, and the step is the process of finally forming the animation.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (4)
1. A train derailment accident scene construction method based on tunnel differential settlement is characterized by comprising the following steps:
s1) establishing a basic model of the uneven settlement of the subway tunnel according to the variable causing the uneven settlement of the tunnel base;
s2) acquiring the uneven settlement of the tunnel substrate and the inclined deformation data of the tunnel substrate, and carrying out centralized analysis processing on the acquired data information by combining the current condition of the subway tunnel to obtain the deformation or settlement of the rail;
s3) the deformation or settlement of the rail is amplified and acts on the subway train running at high speed to obtain a train instability and derailment model;
the train instability and derailment model comprises:
a safe contact state, B derailment critical state and C derailment state;
defining wheel lift as ZupThe climbing amount of the wheel is Z1The wheel runout is Z2，Zup＝Z1+Z2；
Defining the height of a wheel rim as hf;
if Z isupIf the value is less than hf, the vehicle is in a safe contact state A;
if Z isupIf hf, the vehicle is in a critical state of B derailment;
if Z isupIf the height is larger than hf, the vehicle is in a C derailment state;
s4) virtualizing the train derailment accident scene based on the uneven settlement of the tunnel and performing animation display, wherein the method specifically comprises the following steps:
s41) obtaining a data model of the orbit curvature using the solid image of the orbit having the bending deformation:
s411) introducing an image with track bending data information, and mapping the bending data information to a virtual plane needing to be subjected to bending calculation;
s412) capturing the bending information of the track bending image of the plane, and carrying out further matching setting with the bending information of the bending image of the original plane;
s413) further processing the spline image data, i.e. adding a depth setting to the data, making it a parameterized data model;
s42) virtual tunnel differential settlement model;
s43), bending the constructed data model of the track bending:
s431) introducing a train track model into an object module by using a bending program, and designating the train track model as a function object;
s432) performing bending calculation on the acting object through a bending module to obtain more train track bending models;
s433) after the first bending calculation is executed, taking the first bending result as an action object, executing a bending instruction again, and executing more detailed bending data processing;
s434) bending the local bending data information of the bending center part to obtain a more accurate bending result;
s435) train derailing processing is carried out on the track bending model for multiple times to obtain a track train derailing result;
s44) virtual train derailment animation: and executing the bending instruction by utilizing a physics engine in the bending program to form a complete animation.
2. The method for constructing a train derailment accident scenario based on uneven tunnel settlement according to claim 1, wherein in step S1): the variables that cause differential settlement of the tunnel floor include:
a, unevenness of a soil body lying below the tunnel in a construction period;
b, non-uniformity of a lower lying soil body in the operation period;
c, underground water action;
d, the vibration load of the train acts.
3. The method for constructing a train derailment accident scenario based on uneven tunnel settlement according to claim 1, wherein in step S2):
the uneven settlement amount of the tunnel base is the variation amount Delta S of the height of the monitoring point relative to the reference point:
ΔS＝SI-S0
in the formula: SI represents the sinking value of a monitoring point;
a sinking value of the reference point indicated by S0;
Δ S represents the amount of change in the height of the monitoring point from the reference point.
4. The method for constructing a train derailment accident scenario based on uneven tunnel settlement according to claim 3, wherein in step S2):
the inclined deformation of the tunnel substrate refers to the ratio of the sinking difference of adjacent points in the vertical direction to the horizontal distance between the two adjacent points, and is represented by T, and the inclined deformation is the first derivative of the sinking:
in the formula: s (x) is the sinking difference of two adjacent monitoring points in the numerical direction;
x is the horizontal distance between two adjacent monitoring points.
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| CN115406403A (en) * | 2022-11-01 | 2022-11-29 | 广州地铁设计研究院股份有限公司 | Rail transit tunnel settlement monitoring method and system |
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