CN112373495A - Method and system for controlling train derailment on railway bridge in extreme environment, terminal equipment and readable storage medium - Google Patents
Method and system for controlling train derailment on railway bridge in extreme environment, terminal equipment and readable storage medium Download PDFInfo
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Abstract
The invention discloses a method, a system, terminal equipment and a readable storage medium for controlling train derailment on a railway bridge in an extreme environment, wherein the method is used for simulating the derailment working condition of the train on the railway bridge in the extreme environment such as strong wind, earthquake and the like, and respectively establishing a railway train-track-bridge system space vibration matrix equation in the cross wind environment and the earthquake environment; realizing the analysis of the whole derailing process of the train on the bridge, obtaining the key data of the wheel suspension amount and the transverse relative displacement between the bogie and the steel rail, and using the transverse relative displacement Y between the bogie and the steel rail at the moment of the wheel derailmentttOn the basis, dividing the safety coefficient sigma by the safety coefficient sigma to be used as an alarm threshold value for judging train derailing in advance, thereby monitoring the actual transverse relative position Y 'of the bogie and the steel rail in real time'ttWhether or not it is greater than or equal toYttIf yes, the train has a derail risk, and safety control is carried out on the train.
Description
Technical Field
The invention belongs to the technical field of train safety control, and particularly relates to a method, a system, terminal equipment and a readable storage medium for controlling train derailment on a railway bridge in an extreme environment.
Background
With the further formation of the heavy haul railway network in China and the construction and operation of large-scale heavy haul railways, the train running safety during the service period of the heavy haul railways is widely concerned by scholars at home and abroad, particularly the running safety on bridges. In fact, the railway is a "strip-shaped" structure, which is susceptible to extreme environments such as strong wind and earthquake during driving due to long mileage, for example, a new-trunk train of one train of code "nippon 325" in 2004 is derailed on a bridge due to earthquake in japan, a freight train of 800 meters long in Griggs prefecture in 2006 is derailed on a Luverne bridge due to strong wind, and two containers are blown under the bridge by transverse wind when the beijing freight train in china runs to a bridge with a pier height of 40m in 2007; in 2008, a train in Ohio in the United states is blown over by wind when passing a bridge, so that 4 carriages fall into water; in 2011, when an Argentina train passes through a curve line, the train encounters a fierce wind attack with the wind speed of 28m/s, so that the train is derailed; in 2015, a train in texas, usa derailed due to strong wind while on a bridge crossing a highway. As is known, the derailment of a train can cause serious casualties and property loss, and the international image of the railway in China is seriously influenced. Therefore, ensuring the safety of the train running on the bridge under the extreme environment is the primary task of rapid development and long-term operation of the heavy haul railway.
The key to ensure the safety of the train running on the bridge under the extreme environment is to control the derailment accident of the train. Aiming at train derailment accidents caused by extreme environments such as strong wind, earthquakes and the like, the most ideal control measure is to effectively forecast the strong wind, the earthquakes and the like, but the accurate forecast of the strong wind, the earthquakes and the like is still difficult in the prior art. In addition, the number of the goods train marshalling vehicles of the heavy haul railway is large, sometimes the trains are derailed, and drivers cannot timely perceive or manually manage the trains badly, so that minor accidents become major accidents. In addition, unlike the derailment accident on the roadbed, the derailment accident on the train on the bridge is not only the derailment and the derailment of the wheels, but also a secondary accident that the vehicle rushes out of the bridge and falls off occurs, and the loss of the derailment accident is further aggravated. In order to prevent train derailment on a heavy-duty railway bridge in an extreme environment, it is necessary to develop a train derailment alarm.
At present, some reports exist for the research and development of train derailment alarming technology at home and abroad, such as:
(1) in the invention patent of chinese publication No. CN 1724300A, CN 101028823A, CN 101309824A, CN 100453374C, strain sensors are respectively mounted on a locomotive coupler tail basket, load sensors are embedded between an upper side bearing and a lower side bearing or displacement sensors are mounted between a car body underframe and a shaft box guide frame, a motion sensor is mounted on a car body, an acceleration sensor is mounted on a wheel, and by collecting data such as locomotive coupler tail strain, lateral dynamic change of train gravity center, car body acceleration, wheel dropping speed and the like, the collected data is transmitted to a detection center through a GPRS communication module and then an derailment alarm is issued, or the collected data is converted into wheel rail force through calculation and processing and transmitted to a train cab, so as to play a role of train derailment alarm. However, when the train derails or not is difficult to judge by adopting train coupler tail strain, train gravity center transverse dynamic change and train body acceleration, index limit values are set under the normal running condition of the train, and whether the derailment occurs or not is not clear when the limit values are exceeded, so that misjudgment is easy to occur, and running is influenced. When the wheel dropping speed is used for judging whether the train is derailed or not, the wheel dropping speed is directly influenced by the contact state of the wheel rail, the dropping speed is greatly different, the dropping speed is determined by knowing when the train wheel is derailed or derailed and the contact state of the wheel rail when the train wheel is derailed or derailed, and the limit value of the wheel dropping speed is not reported yet. Therefore, it is not clear whether such an invention is capable of determining wheel derailment at the first time.
(2) In the patent of the invention of the chinese publication CN 101531202A, CN 101376394a, a plurality of sensors are mainly installed on a steel rail, when a wheel of a train derails presses a sensor connecting rod, the sensors send derailing signals to a ground control device, the ground control device receives the derailing signals and then sends derailing early warning and emergency braking instruction codes, or acquires derailing coefficients, wheel load shedding rate and scar early warning data through deformation/stress parameters of the steel rail, thereby evaluating the tendency of train derailment and giving an alarm according to the evaluation result. However, a large number of sensors are arranged on a railway line, so that the sensors have a certain detection function on train running, and the sensors are in an open-air environment for a long time, so that the workload of a railway maintenance department is greatly increased.
(3) CN104228880A proposes a train wheel derailment and derailment detection device based on a wheel-rail contact state, which takes train derailment control on a road bed as an example, and research and development are carried out on a train derailment control method on a road bed caused by disasters such as strong wind, earthquake, overspeed, and flooding. Because the roadbed structure is greatly different from the bridge structure, which causes the contact state and the relative position between the wheels and the steel rails to be different, a method suitable for controlling the derailment of the train on the bridge needs to be further developed, especially a method suitable for controlling the derailment of the train on the bridge under extreme environments. Meanwhile, the derailment detection device in the invention provides a mechanical parking mode of touching and cutting off the air pipe based on the relative position of the wheel rail, and the device can detect the derailment of the wheel and reduce the loss caused by the derailment. In fact, it is feasible to reduce the derailment loss by stopping the train at the moment of derailment in time under low speed conditions. However, as the speed of the train is continuously increased, the speed of the train is required to be increased, and the high-speed train must give an alarm before the train is derailed and stop in time, otherwise serious loss is caused, and particularly, secondary falling accidents are easily caused on a bridge. In order to effectively avoid the occurrence of train derailment accidents, the system can give an alarm in time before the train wheels are possibly derailed, and the system can not lose an active attitude and a method for decelerating or stopping in advance.
Disclosure of Invention
The invention aims to provide a method, a device, terminal equipment and a readable storage medium for controlling the derailment of a freight train on a railway bridge under an extreme environment.
On one hand, the invention provides a method for controlling train derailment on a railway bridge in an extreme environment, which comprises the following steps:
s1: obtaining the maximum suspension quantity delta Z of the train wheels in the extreme environmentwtWhen the wheel derailment geometric criterion is reached, the bogie and the steel rail at the moment of wheel derailment are transversely and relatively displaced Ytt；
Introducing an external force action of an extreme environment to a space vibration matrix equation of a train-track-bridge system to obtain a system space vibration matrix equation of the whole process of train derailment on a railway bridge under the extreme environment; then, the wheel suspension quantity delta Z is obtained based on the solution of the system space vibration matrix equationwtMonitoring whether a wheel derailment geometry criterion is reached, and if so, basing on wheel suspension Δ ZwtCalculating the transverse relative displacement Y of the bogie and the steel railtt；
S2: real-time judgment of actual transverse relative position Y 'of bogie and steel rail'ttWhether or not Y is greater than or equal tottIf yes, the train has derailment information, safety control is carried out on the train, sigma is a safety coefficient, and the preferred sigma value range is as follows: [1.1-1.2]。
The invention considers that the space at the bottom of the vehicle is narrow, the wheels are the running part of the train, and the early warning device is arranged on the wheels to easily influence the driving safety. And the system vibration response calculated in the whole process of train derailment reflects the contact state of the wheel rail, and the bogie is the vehicle part closest to the wheel and the steel rail, so that the transverse relative displacement between the bogie and the steel rail is selected as an alarm threshold value.
Further preferably, if the extreme environment is a crosswind effect, a system space vibration matrix equation of the whole train derailment process on the railway bridge under the crosswind effect is as follows:
wherein, { δW}、
W known displacements, velocities, accelerations; { Delta ]n}、
For n unknown displacements, velocities, accelerations, { P }wIs an array of loads corresponding to w known displacements, MWW、CWW、KWWMass, damping, stiffness matrix for w known displacement correspondences, Mwn、Cwn、KwnAnd mass, damping and rigidity matrixes of the corresponding positions of the w known displacements and the n unknown displacements are obtained. Where w and n refer to known displacements and unknown displacements in the displacement matrix { δ } of the train-track-bridge system.
Further preferably, if the extreme environment is an earthquake, a system space vibration matrix equation of the whole process of train derailment on the railway bridge under the action of the earthquake is as follows:
wherein, { P1The total load array under the action of earthquake, [ K ]]、[M]、[C]Respectively as follows: an overall stiffness matrix, an overall mass matrix, an overall damping matrix of the train-track-bridge system,
respectively obtaining a second derivative and a first derivative of time for delta, wherein the delta is a displacement matrix of the train-track-bridge system, and the displacement matrix of the train-track-bridge system is a deltaBPAnd { δ }VIn combination with a groundTotal load array { P under action of earthquake1Is the transverse seismic wave { delta }eqhAnd vertical seismic waves { delta }eqvThe equivalent seismic load F applied to the pier bottom is formed by pier bottom inputuObtained by substituting into the load array of the train-track-bridge system, Fu＝{δeqh}K8+{δeqv}K9Wherein, K is8、K9The transverse and vertical elastic coefficients between the pier bottom and the foundation are shown.
Further preferably, the device is used for monitoring the actual transverse relative position Y 'of the bogie and the steel rail in real time'ttThe AI identification device is arranged on the truck bolster and is fixed at the center of the truck bolster.
The AI recognition device that sets up can effectively gather data such as bogie and rail lateral relative displacement, no matter the wheel takes place the derailment at the left side of rail or right side derailment to with the data transmission of gathering judge whether the system judges to have the derailment information for the threshold, and send out warning or braking. The invention installs the AI recognition device on the truck bolster, and fixes the AI recognition device at the center of the truck bolster, considering that the safe position of the AI recognition device is the center line position of the truck, the change of the position accurately reflects the relative displacement between the truck and the steel rail, and also reflects the relative position between the wheel rails.
Preferably, the space vibration matrix equation of the train-track-bridge system is derived based on a train space vibration calculation model and a track-bridge system space vibration calculation model;
the construction process of the track-bridge system space vibration calculation model is as follows:
setting a boundary condition;
establishing a track-bridge system space vibration displacement mode according to the boundary conditions;
{δ}BP-a track-bridge system displacement matrix; { delta }1、{δ}2The vibration displacement modes of the left end node and the right end node of the beam section unit are represented, and subscripts 1 and 2 respectively represent the left end node and the right end node of the beam section unit;
in the formula: the superscript T represents the displacement of the steel rail, the superscript S represents the displacement of the sleeper, and the superscript B represents the displacement of the main beam; subscript R represents the right rail of the beam section unit, and subscript L represents the left rail of the beam section unit; subscript U, D denotes the upper and lower flanges of the T-beam, respectively; u, V, W and theta respectively represent linear displacement and corner displacement of the beam section unit along X, Y, Z three directions;
finally, establishing corresponding spatial vibration potential energy pi according to the spatial vibration displacement mode of the track-bridgeBP：
ΠTj-track structure space vibration in jth beam section unitKinetic potential energy;
ΠSBjthe sum of the spring deformation energy and the damping force potential energy between the sleeper and the main beam in the jth beam section unit;
ΠBDthe sum of the spring deformation energy and the damping force potential energy between the end of the main beam and the pier top;
ΠPDthe sum of the spring deformation energy between the pier bottom and the foundation;
n-number of beam segment units.
Further preferably, the boundary conditions set in the construction process of the track-bridge system space vibration calculation model are as follows:
the rail is placed on the beam body, and the steel rail, sleeper, beam body and pier body are all simulated by adopting beam unit
The steel rail is regarded as an elastic point supported Euler beam, the sleeper is regarded as a short beam without considering axial deformation, the beam body considers transverse displacement, vertical displacement and torsion, the transverse bending displacement and the corner of the two T-shaped beams are the same, the pier bottom is consolidated with the ground, and the influence of a pile foundation is not considered; simulating a fastener between a steel rail and a sleeper, a railway ballast between the sleeper and a beam body, a support between a beam end and a pier top, and a pier bottom and a foundation into a linear spring and a viscous damper; and finally, dividing the track and the beam span into N beam section units along the beam span direction by taking the adjacent diaphragm plates as intervals.
In a second aspect, the invention further provides a train wheel derailment warning system based on the method, which is characterized in that: the device at least comprises an AI recognition device, a threshold value judgment module and a braking module;
the AI identification device is used for monitoring the actual transverse relative position of the bogie and the steel rail in real time and transmitting the actual transverse relative position to the threshold value judgment module;
the threshold value judging module is used for judging the actual transverse relative position Y 'of the bogie and the steel rail in real time'ttWhether or not Y is greater than or equal tottIf yes, the braking module carries out safety control on the train.
Further preferably, the AI recognition device is mounted on the truck bolster and fixed to a center position of the truck bolster.
In a third aspect, the present invention also provides a terminal device, including a processor and a memory, where the memory stores a computer program, and the computer program is called by the processor to execute: the method for controlling the train derailment on the railway bridge in the extreme environment comprises the following steps.
In a fourth aspect, the present invention also provides a readable storage medium storing a computer program, the computer program being invoked by a processor to perform: the method for controlling the train derailment on the railway bridge in the extreme environment comprises the following steps.
Advantageous effects
The invention is different from the accident of roadbed derailment, and the secondary accident that the vehicle rushes out of the bridge and falls off easily occurs after the train on the bridge derails, thus the damage is great. Therefore, the invention adds a bridge structure, realizes the whole process calculation of train derailment on the bridge, especially considers the influence of extreme environment, so the invention simulates the train derailment working condition on a heavy-duty railway bridge under the extreme environment, realizes the whole process analysis of train derailment on the bridge under the extreme environment, obtains the key data of wheel suspension and transverse relative displacement of a bogie and a steel rail by analyzing the contact state and the relative position between the wheels of the train on the bridge and the rail, divides the key data by a safety coefficient as an alarm threshold for judging train derailment in advance on the basis of the transverse relative displacement of the bogie and the steel rail at the moment of wheel derailment, monitors the actual transverse relative position of the bogie and the steel rail in real time on the basis of the alarm threshold, and gives an alarm in time and accurately before the train wheels are derailed, thereby realizing the timely deceleration or the stop; the method can provide important theoretical basis and reasonable basic data for researching and developing the electronic alarm device suitable for the train derailment on the bridge.
Drawings
Fig. 1 is a flow chart of a method for controlling derailment of a freight train on a heavy-duty railroad bridge under an extreme environment.
Fig. 2 is a schematic view of the cargo train main view direction displacement mode.
Fig. 3 is a schematic diagram of a left-view directional displacement pattern of the freight train.
Fig. 4 is a schematic view of a cargo train in a displacement pattern in a top view.
Fig. 5 is a schematic view of the rail-bridge system in a front view direction spatial vibration displacement mode.
Fig. 6 is a schematic diagram of a left-view direction spatial vibration displacement mode of the track-bridge system.
FIG. 7 is a schematic diagram of the spatial vibration displacement mode of the orbit-bridge system in the front view direction under the action of earthquake.
Fig. 8 is a schematic diagram of a left-view direction spatial vibration displacement mode of the track-bridge system under the action of an earthquake.
Fig. 9 is an enlarged view of the structure of the freight train wheel derailment alarm device on the heavy-duty railway bridge under the extreme environment.
Fig. 10 is a schematic view of the front view of the installation position of the derailment alarm device for the freight train wheel.
Fig. 11 is a schematic left view of the installation position of the freight train wheel derailment alarm device.
The reference numerals are explained below:
the system comprises a 1-AI identification device, a 2-threshold value judgment module, a 3-alarm device, a 1-brake module, a 5-data transmission line, a 6-bogie, a 7-bogie swing bolster, 8-train wheels, 9-steel rails and a 10-AI identification device base.
Detailed Description
The invention constructs a train derailment control method on a railway bridge under an extreme environment based on a train derailment energy random analysis method, realizes the whole process calculation of train derailment on the railway bridge under the extreme environment, particularly performs detailed analysis on extreme environments of strong wind and earthquake to obtain key data such as wheel suspension amount, transverse relative displacement of a bogie and a steel rail and the like, divides the transverse relative displacement of the bogie and the steel rail corresponding to the moment of wheel derailment by a safety coefficient as an alarm threshold for judging train derailment in advance on the basis of the transverse relative displacement of the bogie and the steel rail corresponding to the moment of wheel derailment, and realizes real-time supervision. The present invention will be explained by taking a heavy haul railway freight train as an example, and the present invention will be further explained with reference to the following embodiments.
Firstly, in order to implement the method of the present invention, a spatial vibration matrix equation of a cargo train-track-bridge system needs to be constructed to implement the calculation of the whole derailment process of the cargo train on the loaded railway bridge under the extreme environment, as shown in fig. 1, the process is as follows:
the first step is as follows: building space vibration calculation model of heavy haul railway freight train
1.1, setting boundary conditions: dividing the freight train into M vehicle units according to the number of marshalling vehicles, and dispersing each vehicle unit into a multi-rigid system with 26 degrees of freedom, wherein the vehicle body, the front bogie and the rear bogie respectively consider stretching, yawing, floating and sinking, nodding, rolling, shaking and the like, the total number is 18 degrees of freedom, each wheel pair respectively considers yawing, floating and sinking and the like, and the total number is 8 degrees of freedom; the car body is connected with the bogie and the bogie is connected with the wheel pair by adopting a linear spring and a viscous damper.
1.2, establishing a spatial vibration displacement mode of the locomotive or the vehicle unit of the heavy-duty railway freight train according to the boundary conditions in 1.1, wherein the spatial vibration displacement mode is expressed as formula (1):
in the formula (1), the reaction mixture is,
{δ}V-locomotive or vehicle unit displacement matrix;
Xc,Yc,Zc,θc,
ψclongitudinal, transverse, floating and sinking, side rolling, nodding and shaking head displacement of the vehicle body;
Xt1,Yt1,Zt1,θt1,
ψt1longitudinal, transverse, floating and sinking, side rolling, nodding and shaking head displacement of the front steering frame;
Xt2,Yt2,Zt2,θt2,
ψt2longitudinal, transverse swinging, floating and sinking, side rolling, nodding and shaking head displacement of a rear bogie;
Yw1,Yw2,Yw3,Yw4-lateral displacement of four wheel pairs of the train;
Zw1,Zw2,Zw3,Zw4-vertical displacement of four wheel pairs of the train;
1.3, according to the space vibration displacement mode of the heavy-duty railway freight train in the formula (1), establishing an ith vehicle unit with space vibration potential energy piViAs shown in formula (2):
ΠVi＝ΠEi+ΠGi+ΠKi+ΠCi+ΠPi+ΠRi…(2)
in the formula (2), the reaction mixture is,
ΠEi-inertia force potential of the ith vehicle unit;
ΠGi-gravitational potential energy and centrifugal potential energy of the ith vehicle unit;
ΠKi-spring deflection energy of the ith vehicle unit;
ΠCi-damping force potential of the ith vehicle unit;
ΠPi-a gravitational stiffness potential of the ith vehicle unit;
ΠRi-creep potential of the ith vehicle unit;
the second step is that: building a space vibration calculation model of a heavy-duty railway track-bridge system
2.1, setting boundary conditions: the track is placed on a beam body, and the beam body takes a single-line prestressed concrete double-T beam (a general bridge type) which is common in heavy haul railways as an example. The steel rail, the sleeper, the beam body and the pier body are all simulated by adopting beam units, wherein the steel rail is regarded as an Euler beam supported by an elastic point, the sleeper is regarded as a short beam without considering axial deformation, the beam body mainly considers transverse displacement, vertical displacement and torsion, the transverse bending displacement and the corner of two T-shaped beams are assumed to be the same, the pier bottom is consolidated with the ground, and the influence of a pile foundation is not considered; simulating a fastener between a steel rail and a sleeper, a railway ballast between the sleeper and a beam body, a support between a beam end and a pier top, and a pier bottom and a foundation into a linear spring and a viscous damper; and dividing the track and the beam span into N beam section units along the beam span direction by taking the adjacent diaphragm plates as intervals.
2.2 space vibration displacement model of heavy-duty railway track-bridge system
According to the boundary conditions in 2.1, establishing a space vibration displacement mode of the heavy haul railway track-bridge system, as shown in formula (3):
in the formula (3), { δ }BP-a track-bridge system displacement matrix, 50 x 1 representing a matrix consisting of 50 rows and 1 column; subscripts 1 and 2 respectively represent left end nodes and right end nodes of the beam section unit, and vibration displacement modes of the left end nodes and the right end nodes are respectively as shown in formulas (4) and (5):
in formulas (4) and (5):
the superscript T represents the displacement of the steel rail, the superscript S represents the displacement of the sleeper, and the superscript B represents the displacement of the main beam;
subscript R represents the right rail of the beam section unit, and subscript L represents the left rail of the beam section unit;
subscript U, D denotes the upper and lower flanges of the T-beam, respectively;
u, V, W and theta respectively represent linear displacement and corner displacement of the beam section unit along X, Y, Z three directions;
2.3, constructing corresponding spatial vibration potential energy pi according to the spatial vibration displacement mode of the heavy haul railway track-bridge in the formula (3)BPAs in formula (6):
in formula (6):
ΠTj-spatial vibration potential of the track structure in the jth beam section unit;
ΠSBjthe sum of the spring deformation energy and the damping force potential energy between the sleeper and the main beam in the jth beam section unit;
ΠBDspring change between girder end and pier topThe sum of the shape energy and the damping force potential energy;
ΠPDthe sum of the spring deformation energy between the pier bottom and the foundation;
the third step: establishing a space vibration matrix equation of a heavy-duty railway freight train-track-bridge system
3.1, setting time t, calculating a freight train with train formation number M running on a heavy-load railway bridge with length L, wherein the total vibration potential energy of the freight train space at the time is shown as a formula (7):
3.2 space vibration equation of freight train-rail-bridge system
According to a random analysis method for train derailing energy, considering the influence of wheel-rail 'swim-room', and taking the transverse and vertical relative displacement of the wheel-rail as a link between a freight train and a rail-bridge system to derive the total vibration potential energy of the freight train-rail-bridge system space, as shown in formula (8):
Π＝ΠV+ΠBP……(8)
according to the principle of the elastic system dynamics total potential energy invariant value and the 'number matching and seating' rule for forming a system matrix, the general rigidity matrix [ K ], the general mass matrix [ M ], the general damping matrix [ C ] and the general load array { P } of the freight train-track-bridge system at the time t are obtained according to the vehicle type attribute, the track-bridge system type attribute, the formula (2) and the formula (8), and then the space vibration matrix equation of the freight train-track-bridge system at the time t is derived as shown in the formula (9):
the vehicle type attribute is:
the speed per hour V of the train;
half L of the entire length of the vehicle body;
half of the center distance between the front and rear bogies of the vehicle;
half L of wheel base of two wheel pairs belonging to bogie1；
Half B of the distance between two rolling circles of the wheel pair;
half B of axle box spring transverse spacing1；
Half B of transverse spacing of spring in center of vehicle body2；
Half B of transverse spacing of central longitudinal spring of bogie3；
Half B of axle box longitudinal spring transverse spacing4；
Distance H from the center of the vehicle body to the central transverse spring1；
Distance H from bogie center to central transverse spring2；
Distance H from wheel set gravity center to bogie gravity center3；
Longitudinal, transverse and vertical spring rates K between vehicle body and bogie2x、K2y、K2z；
Longitudinal, transverse and vertical damping coefficient C between vehicle body and bogie2x、C2y、C2z；
Longitudinal, transverse and vertical spring rates K between bogie and wheelset1x、K1y、K1z；
Longitudinal, transverse and vertical damping coefficient C between bogie and wheel pair1x、C1y、C1z；
The track-bridge system type attributes are:
transverse and vertical elastic coefficient K between steel rail and sleeper1、K2；
Transverse and vertical damping coefficient C between steel rail and sleeper1、C2；
Transverse and vertical elastic coefficient K between sleeper and main beam upper flange4、K5；
Horizontal and vertical damping coefficient C between sleeper and main beam top flange4、C5；
Transverse and vertical elastic coefficient K between main beam and beam end6、K7；
Transverse and vertical damping coefficient C between main beam and beam end6、C7；
Transverse and vertical elastic coefficient K between pier bottom and foundation8、K9。
The fourth step: and establishing a system space vibration matrix equation capable of calculating the whole process of train derailment on the heavy-load railway bridge under the extreme environment.
In the embodiment of the invention, the crosswind action and the earthquake action are taken as examples for explanation, in other feasible embodiments, other extreme environments can be considered, and the external force action is introduced into the formula (9) to obtain a system space vibration matrix equation corresponding to the whole process of train derailment on a heavy-load railway bridge under the extreme environments.
4.1 System space vibration matrix equation of the entire process of train derailment on heavy-duty railway bridge under the action of crosswind
According to the aerodynamic research result in the literature, "train derailment analysis under strong wind", the train wind-induced vibration characteristics and train buffeting response spectrum are converted into transverse vibration input energy of a heavy-duty railway freight train-track-bridge system, wherein the energy refers to a transverse vibration excitation source of the system-a framework snake traveling wave considering the transverse wind effect, and therefore the influence of the transverse wind on the train derailment state on the heavy-duty railway bridge is achieved. The structural snake traveling wave considering the crosswind effect is input into the formula (9), and the matrix is partitioned into blocks, so that the formula (10) is obtained:
in the formula (10), the compound represented by the formula (10),
MWW、CWW、KWWa mass, damping and rigidity matrix corresponding to w known displacements;
Mnn、Cnn、Knnmass, damping and rigidity matrixes of the positions corresponding to the n unknown displacements are obtained;
Mwn、Cwn、Kwnmass, damping and rigidity matrixes of the positions corresponding to the w known displacements and the n unknown displacements are obtained;
Mnw、Cnw、Knwmass, damping and rigidity matrixes of the positions corresponding to n known displacements and w unknown displacements;
{δW}、
w known displacements, velocities, accelerations;
{δn}、
n unknown displacements, velocities, accelerations;
{Pwthe w load arrays corresponding to the known displacements are used as the displacement sensors;
{Pnthe n unknown displacement corresponding load arrays are used as the load arrays;
when the formula (10) is unfolded, then
In the formula (11), all terms on the right side are known and are a system space vibration matrix equation of the whole process of train derailment on the heavy-load railway bridge under the action of crosswind;
equation (12) is a non-independent equation that needs to be drawn.
4.2 System space vibration matrix equation of the whole process of train derailment on heavy-load railway bridge under earthquake action
Displacing the transverse seismic waves by { deltaeqhAnd vertical seismic wave position [ delta ]eqvInputting from the bottom of the pier to form the equal parts applied to the bottom of the pierEffective seismic load Fu＝{δeqh}K8+{δeqv}K9Further apply an equivalent load FuSubstituting the load array into the load array of the formula (9) to form a load array { P) considering the seismic action1And obtaining a system space vibration matrix equation of the whole process of train derailment on the heavy-load railway bridge under the action of the earthquake, wherein the equation is as shown in the formula (13):
the fifth step: and solving a system space vibration matrix equation under the extreme environment by adopting a Wilson-theta method to obtain the space vibration response of the heavy-duty railway freight train-track-bridge system under the extreme environment at the moment t.
The obtained system space vibration response comprises the train system space vibration response (delta)VAnd track-bridge system space vibration response [ delta ]BPWheel suspension amount Δ ZwtAnd the like.
And a sixth step: judging whether the wheels are derailed or not to obtain the transverse relative displacement Y between the bogie and the steel rail corresponding to the corresponding derailed wheelstt
According to wheel derailment geometric criterion provided in train derailment energy random analysis method, wheel suspension quantity delta Z at time t is judgedwtWhether the distance reaches 25mm or not, if so, judging that the train is derailed, and calculating to stop; if not, continuing to calculate until the maximum suspension quantity delta Z of the train wheelswtReaching the wheel derailment geometric criterion; transverse relative displacement Y between bogie and steel rail at moment of wheel derailmentttAs in formula (10):
Ytt＝Yt-VT-Yior……(10)
Yt-bogie lateral displacement;
VT-lateral displacement of the rail I or pair II in correspondence with the bogie;
Yior-track lateral irregularity simulated using a sine function or track irregularity measured in situ.
Based onThe first step to the sixth step obtain the transverse relative displacement Y between the bogie and the steel rail at the moment of wheel derailmenttt. The embodiment of the invention is based on YttBesides the safety factor of 1.25 as the alarm threshold value, the whole-course supervision of the train operation process is realized, and in other feasible embodiments, the safety factor can be adjusted and set to other proper values. The specific supervision process in this embodiment includes the following steps:
step 1: obtaining the maximum suspension quantity delta Z of the train wheels in the extreme environmentwtWhen the wheel derailment geometric criterion is reached, the bogie and the steel rail at the moment of wheel derailment are transversely and relatively displaced Ytt；
Step 2: real-time judgment of actual transverse relative position Y 'of bogie and steel rail'ttWhether or not Y is greater than or equal tottAnd 1.25, if the train has derail information, carrying out safety control on the train.
The specific implementation process of the embodiment is as follows: the train wheel derailment warning device is arranged on a vehicle bogie and comprises an AI (artificial intelligence) recognition device, a threshold value judgment module, a braking module and a warning device. Wherein the AI recognition device is used for panoramic recognition of bogie vibration, rail vibration and transverse relative position Y 'of bogie and rail'ttAnd then transmitting the data to a threshold value judging module through a data line, and acquiring the transverse relative position Y 'of the bogie and the steel rail in real time'ttY is greater than or equal to the above calculated YttAnd 1.25, judging that the train wheels have derailment information, and sending the information to a braking module and an alarm device, wherein the braking module is used for automatically reducing the running speed of the train, and the alarm device can start an alarm device of a train cab to alarm.
Based on the above method, an embodiment of the present invention further provides a train wheel derailment warning system, as shown in fig. 9, which includes: the device comprises an AI recognition device 1, a threshold value judgment module 2, an alarm device 3 and a brake module 4. The AI recognition device 1 is composed of an AI recognition probe 13, a protective cover 12, a probe support frame 11 and a fixed base 10, and the AI recognition device 1 is installed on the bogie swing bolster 7 and fixed at the center of the bogie swing bolster 7. On the one hand, the stability of the AI identification device 1 is ensured; on the other hand, the AI recognition device 1 can conveniently carry out the horizontal relative position and data acquisition of the panoramic recognition bogie and the steel rail.
Based on the alarm system, the implementation process is as follows:
conveying the transverse relative position information of the bogie and the steel rail, which is acquired by the AI identification probe 13, to the threshold value judgment module 2 through the data line 5; the threshold value judging module 2 judges whether the acquired transverse relative position of the bogie and the steel rail exceeds an alarm threshold value in real time; when the transverse relative position of the bogie and the steel rail exceeds an alarm threshold value, indicating that the train wheels have derailment information, and sending the information to the alarm device 3 and the brake module 4 through the data line 5; after receiving the signal, the brake module 3 will reduce the speed per hour of the train reasonably immediately, the alarm device 4 is built in the cab operation interface, and the driver is informed of the dangerous condition of the train through the warning signal.
It should be understood that in practical application, the maximum suspension quantity Δ Z of the train wheel under the extreme environment is obtainedwtWhen the wheel derailment geometric criterion is reached, the bogie and the steel rail at the moment of wheel derailment are transversely and relatively displaced YttThe transverse relative displacement Y of the bogie and the steel rail under multiple environments or multiple parameter conditions can be obtainedttSo that the train adapts to the corresponding extreme environment in practical application and uses the corresponding alarm threshold value for supervision.
It should be understood that each element in the above-described apparatuses may be implemented by hardware, software, or a combination of hardware and software, and the present invention is not limited thereto.
Example 1, Cross-wind Environment
Practices show that train derailment accidents caused by cross wind are still reported at home and abroad, and different from derailment accidents on a roadbed, the train derailment accidents on a bridge are not only wheel derailment and derailment, but also can cause secondary accidents that a vehicle rushes out of a bridge and falls off, and further aggravate the loss of the derailment accidents. To this end, an alarm, deceleration or stop must be implemented before the wheels of the train derail. The strong wind is one of common meteorological disasters in China, and a plurality of important railway main lines are influenced by the strong wind of 8 grades and above all year round. The wind is calibrated at 8-10 levelsThe maximum wind speed in the speed range is 80km/h, the train is organized into 1 locomotive to pull 16 empty open wagons, ballast tracks and common span of heavy haul railways, namely a prestressed concrete T-beam bridge with 32.0m and circular piers for piers, and the diameter of the cross section is 2.4 m. The maximum wheel levitation amount [ Delta ] z is 25mm and the lateral displacement Y of the bogie at time t is obtained by solving equation (11)tTransverse displacement V of the corresponding position of the bogie in 93.8mm and the steel rail I or the steel pair IIT18.7mm, and adopting sine function to simulate transverse track irregularity data Yior2.5 mm, according to Ytt＝Yt-VT-YiorObtaining the transverse relative displacement Y of the bogie and the steel railtt79.6mm ("-" indicates the opposite direction to the coordinates);
the train wheel derailment warning device is arranged on a vehicle bogie and recognizes the vibration of the bogie, the vibration of a steel rail and the transverse relative position Y 'of the bogie and the steel rail through the AI recognition device in a panoramic mode'ttThen, the data is transmitted to a threshold value judging module through a data line, wherein the threshold value is the calculated Ytt/1.25 determined to be 63.7mm when Y'tt≥YttAnd when the transverse relative displacement between the bogie and the steel rail exceeds the threshold value requirement, automatic braking or alarming is implemented at the moment 1.25.
Example 2 seismic Environment
An earthquake is a ground movement caused by the collision of crust blocks with each other. The earthquake load is transmitted to the pier body from the pier bottom of the pier through ground motion, and then transmitted to the superstructure, the track and the train through the support; the interaction between the train and the track is transmitted to the bottom of the pier from the upper structure; thereby forming the space vibration of the train-track-bridge system under the action of earthquake. Here, the seismic wave displacement is input from the pier bottom to form an equivalent seismic load K applied to the pier bottomu. The seismic conditions are as follows: selecting El Centro acceleration waves as seismic waves, wherein the peak value of the seismic acceleration is 6m/s2The speed of the train is 80km/h, the train is organized into 1 locomotive to pull 16 empty open cars, ballast tracks and common span of heavy haul railways, the prestressed concrete T-beam bridge has the length of 32.0m, the pier is a circular pier, and the diameter of the cross section is 2.4 m. Solving the formula (13) to obtain the wheelMaximum levitation Δ z is 25mm lateral bogie displacement Y at time ttTransverse displacement V of-126.5 mm and corresponding position of steel rail I or steel pair II and bogieTSimulation of track transverse irregularity data Y by sine functionior6.1mm, according to Ytt＝Yt-VT-YiorObtaining the transverse relative displacement Y of the bogie and the steel railtt-116.2mm ("-" indicates the opposite coordinate direction);
the train wheel derailment warning device is arranged on a vehicle bogie and recognizes the vibration of the bogie, the vibration of a steel rail and the transverse relative position Y 'of the bogie and the steel rail through the AI recognition device in a panoramic mode'ttThen, the data is transmitted to a threshold value judging module through a data line, wherein the threshold value is the calculated Ytt/1.25 determined as when Y'tt≥YttAnd when the transverse relative displacement between the bogie and the steel rail exceeds the threshold value requirement, automatic braking or alarming is implemented at the moment 1.25.
The data for examples 1 and 2 are shown in table 1 below:
TABLE 1
An embodiment of the present invention further provides a terminal device, including a processor and a memory, where the memory stores a computer program, and the computer program is called by the processor to execute: the method for controlling the train derailment on the railway bridge in the extreme environment comprises the following steps.
The present invention also provides a readable storage medium storing a computer program for execution by a processor to: the method for controlling the train derailment on the railway bridge in the extreme environment comprises the following steps.
The specific implementation process may also refer to the above method content.
It should be understood that in the embodiments of the present invention, the Processor may be a Central Processing Unit (CPU), and the Processor may also be other general purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The memory may include both read-only memory and random access memory, and provides instructions and data to the processor. The portion of memory may also include non-volatile random access memory. For example, the memory may also store device type information.
The readable storage medium is a computer readable storage medium, which may be an internal storage unit of the controller according to any of the foregoing embodiments, for example, a hard disk or a memory of the controller. The readable storage medium may also be an external storage device of the controller, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like provided on the controller. Further, the readable storage medium may also include both an internal storage unit of the controller and an external storage device. The readable storage medium is used for storing the computer program and other programs and data required by the controller. The readable storage medium may also be used to temporarily store data that has been output or is to be output.
It should be emphasized that the examples described herein are illustrative and not restrictive, and thus the invention is not to be limited to the examples described herein, but rather to other embodiments that may be devised by those skilled in the art based on the teachings herein, and that various modifications, alterations, and substitutions are possible without departing from the spirit and scope of the present invention.
Claims (10)
1. A method for controlling derailment of a train on a railway bridge in an extreme environment is characterized by comprising the following steps: the method comprises the following steps:
s1: obtaining extreme environmentsMaximum suspension amount delta Z of lower train wheelwtWhen the wheel derailment geometric criterion is reached, the bogie and the steel rail at the moment of wheel derailment are transversely and relatively displaced Ytt；
Introducing an external force action of an extreme environment to a space vibration matrix equation of a train-track-bridge system to obtain a system space vibration matrix equation of the whole process of train derailment on a railway bridge under the extreme environment; then, the wheel suspension quantity delta Z is obtained based on the solution of the system space vibration matrix equationwtMonitoring whether a wheel derailment geometry criterion is reached, and if so, basing on wheel suspension Δ ZwtCalculating the transverse relative displacement Y of the bogie and the steel railtt；
S2: real-time judgment of actual transverse relative position Y 'of bogie and steel rail'ttWhether or not Y is greater than or equal tottIf yes, the train has derail information, safety control is carried out on the train, and sigma is a safety coefficient.
2. The method of claim 1, wherein: if the extreme environment is the crosswind action, the system space vibration matrix equation of the whole process of train derailment on the railway bridge under the crosswind action is as follows:
wherein, { δW}、
W known displacements, velocities, accelerations; { Delta ]n}、
For n unknown displacements, velocities, accelerations, { P }wIs an array of loads corresponding to w known displacements, MWW、CWW、KWWMass, damping, stiffness matrix for w known displacement correspondences, Mwn、Cwn、KwnFor w known displacements andand (3) mass, damping and rigidity matrixes of the positions corresponding to the n unknown displacements.
3. The method of claim 1, wherein: if the extreme environment is an earthquake, the system space vibration matrix equation of the whole process of train derailment on the railway bridge under the action of the earthquake is as follows:
wherein, { P1The total load array under the action of earthquake, [ K ]]、[M]、[C]Respectively an overall rigidity matrix, an overall mass matrix and an overall damping matrix of the train-track-bridge system,
respectively calculating the second derivative and the first derivative of time for delta, wherein the delta is a displacement matrix of a train-track-bridge system and a total load array P under the action of earthquake1Is the transverse seismic wave { delta }eqhAnd vertical seismic waves { delta }eqvThe equivalent seismic load F applied to the pier bottom is formed by pier bottom inputuObtained by substituting into the load array of the train-track-bridge system, Fu＝{δeqh}K8+{δeqv}K9Wherein, K is8、K9The transverse and vertical elastic coefficients between the pier bottom and the foundation are shown.
4. The method of claim 1, wherein: actual transverse relative position Y 'for monitoring bogie and steel rail in real time'ttThe AI identification device is arranged on the truck bolster and is fixed at the center of the truck bolster.
5. The method of claim 1, wherein: the space vibration matrix equation of the train-track-bridge system is derived based on a train space vibration calculation model and a track-bridge system space vibration calculation model;
the construction process of the track-bridge system space vibration calculation model is as follows:
firstly, setting boundary conditions;
secondly, establishing a track-bridge system space vibration displacement mode according to boundary conditions;
{δ}BPis a displacement matrix of the track-bridge system; { delta }1、{δ}2The vibration displacement modes of the left end node and the right end node of the beam section unit are represented, and subscripts 1 and 2 respectively represent the left end node and the right end node of the beam section unit;
in the formula: the superscript T represents the displacement of the steel rail, the superscript S represents the displacement of the sleeper, and the superscript B represents the displacement of the main beam; subscript R represents the right rail of the beam section unit, and subscript L represents the left rail of the beam section unit; subscript U, D denotes the upper and lower flanges of the T-beam, respectively; u, V, W and theta respectively represent linear displacement and corner displacement of the beam section unit along X, Y, Z three directions;
finally, establishing corresponding spatial vibration potential energy pi according to the spatial vibration displacement mode of the track-bridgeBP：
ΠTj-spatial vibration potential of the track structure in the jth beam section unit;
ΠSBjthe sum of the spring deformation energy and the damping force potential energy between the sleeper and the main beam in the jth beam section unit;
ΠBD-main girderThe sum of the spring deformation energy and the damping force potential energy between the end and the pier top;
ΠPDthe sum of the spring deformation energy between the pier bottom and the foundation;
n-number of beam segment units.
6. The method according to claim 5, wherein the boundary conditions set in the track-bridge system space vibration calculation model building process are as follows:
the rail is placed on the beam body, and the steel rail, the sleeper, the beam body and the pier body are simulated by adopting the beam unit;
the steel rail is an Euler beam supported by an elastic point, the sleeper is a short beam without considering axial deformation, the beam body considers transverse displacement, vertical displacement and torsion, the transverse bending displacement and the corner of the two T-shaped beams are assumed to be the same, the pier bottom is consolidated with the ground, and the influence of a pile foundation is not considered; simulating a fastener between a steel rail and a sleeper, a railway ballast between the sleeper and a beam body, a support between a beam end and a pier top, and a pier bottom and a foundation into a linear spring and a viscous damper; and finally, dividing the track and the beam span into N beam section units along the beam span direction by taking the adjacent diaphragm plates as intervals.
7. A train wheel derailment warning system based on the method of any one of claims 1-6, wherein: the device at least comprises an AI recognition device, a threshold value judgment module and a braking module;
the AI identification device is used for monitoring the actual transverse relative position of the bogie and the steel rail in real time and transmitting the actual transverse relative position to the threshold value judgment module;
the threshold value judging module is used for judging the actual transverse relative position Y 'of the bogie and the steel rail in real time'ttWhether or not Y is greater than or equal tottIf yes, the braking module carries out safety control on the train.
8. The apparatus of claim 7, wherein: the AI identification device is arranged on the truck bolster and is fixed at the central position of the truck bolster.
9. A terminal device characterized by: comprising a processor and a memory, the memory storing a computer program that is invoked by the processor to perform: the process steps of any one of claims 1 to 6.
10. A readable storage medium, characterized by: a computer program is stored, which is invoked by a processor to perform: the process steps of any one of claims 1 to 6.
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