CN117725804B - Rail geometrical parameter and vehicle dynamics fusion influence analysis method and system - Google Patents
Rail geometrical parameter and vehicle dynamics fusion influence analysis method and system Download PDFInfo
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Abstract
The invention relates to the technical field of wheel-rail relation test, in particular to a method and a system for analyzing the fusion influence of geometrical parameters of a rail and dynamics of a vehicle, wherein the method specifically comprises the following steps: carrying out geometric irregularity detection on the track state by a laser sensor, and extracting track geometric parameter data; acquiring geometric spectrum characteristics of the orbit through a data fitting model, and evaluating the quality of the orbit; the calibrated force measuring wheel pair is replaced to a train, and wheel rail force signals are led to a data acquisition end through a current collecting device; collecting vehicle dynamics safety response data, and evaluating a safety response data combination scale; collecting vehicle dynamics comfort response data, and evaluating vehicle comfort; and calculating a fusion influence index, and outputting the fusion influence index, the evaluation score of each detection item and corresponding rail maintenance suggestions. The invention solves the problems of false alarm, data lag, complex equipment and difficult calibration existing in the line laser photographic measurement method in the prior art.
Description
Technical Field
The invention relates to the technical field of wheel-rail relation test, in particular to a method and a system for analyzing the fusion influence of geometrical parameters of a rail and dynamics of a vehicle.
Background
With the rapid development of the rail transit industry in China, the operation speed of rail transit systems such as national railway, subway, inter-city and the like is improved, the construction mileage is increased, and the lines are increasingly busy, so that the wheel-rail power effect is increased. The rail generates various rail irregularities and surface abrasion and defects under the action of power. Various track irregularities upwards cause the change of stability and comfort of the railway vehicle, and the results of loosening of a track fastener, damage of infrastructure under the track and the like are downwards caused, so that the track is cracked or even broken, the service life of the steel rail is seriously shortened, and serious operation safety accidents are caused. In recent years, with the increasing number of subway lines, the phenomena of noise prominence, abnormal wheel abrasion, frequent maintenance of the spinning wheels, and the like caused by bad track relationships occur, and track detection before operation is one of important measures for effectively preventing the bad effects.
The dynamic geometrical state of the track refers to the dynamic geometrical state of the track detected by a vehicle-mounted mode, and the dynamic geometrical state of the track is changed from the static geometrical state due to the fact that the track roadbed has certain settlement and deformation and the track geometrical state is different from the static state due to the fact that the vehicle body is pressed on the steel rail under the stress. The wheel track relation detection is to use special instrument equipment to carry out periodic system detection on the states of the train and the track under the action of dynamic load of the train, and detect track deformation of track gauges, levels, track directions, high and low and the like of the track so as to reflect the safe and comfortable states of the track and analyze track diseases.
In the prior art, for example, patent application publication No. CN112015782a discloses a subway track dynamic detection data management analysis system and method thereof, including the following modules: the system comprises a data receiving module, a data analysis module, an electronic schematic module, a defect management module and a defect analysis module. The system of the invention comprises S1: receiving rail inspection data, S2: analysis of rail inspection data, S3: electronic reflection of the rail inspection data, S4: defect management of the track inspection data, S5: and (5) defect analysis of the rail inspection data.
The defect data of the subway track state and the data of the rectification process in the above patent are poor in real time, and the safety and stability of the detection circuit may be affected.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the application and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description of the application and in the title of the application, which may not be used to limit the scope of the application.
The technical problems to be solved by the invention are to solve the problems of false alarm, data lag, complex equipment and difficult calibration existing in the line laser photographic measurement method in the prior art. A method and a system for analyzing the fusion influence of geometrical parameters of a track and dynamics of a vehicle are provided.
In order to achieve the above purpose, the technical scheme of the method for analyzing the fusion influence of the geometric parameters of the track and the dynamics of the vehicle comprises the following steps:
S1: carrying out geometric irregularity detection on the track state by a laser sensor, and extracting track geometric parameter data;
S2: carrying out three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquiring geometric spectrum characteristics of the orbit by using a data fitting model, and evaluating the quality of the orbit;
s3: the calibrated force measuring wheel set is replaced to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the force measuring wheel set, and wheel rail force signals are led to a data acquisition end through the current collecting devices;
S4: collecting vehicle dynamics safety response data, and evaluating a safety response data combination scale;
S5: collecting vehicle dynamics comfort response data, calculating the comfort level of the vehicle, and evaluating the comfort level of the vehicle;
S6: and according to S2-S5, calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding rail maintenance suggestions, performing grading color marking treatment on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface.
Specifically, in S1, the geometric irregularity detection includes: track gauge irregularity detection, height irregularity detection, rail direction irregularity detection, horizontal irregularity detection, crater detection, curvature radius and curve change rate detection;
wherein, the acquisition of track gauge data includes: acquiring the profile of the steel rail by using a high-precision digital laser sensor, and calculating by using the acquired two-dimensional coordinate data to acquire the track gauge;
the track height data and the rail direction data are obtained through an inertial reference method;
The triangle pit data are algebraic differences of horizontal amplitude values of two cross sections;
the length of the baseline chord length in the acquisition of the curvature radius data is 30m;
Wherein the curve rate of change data is the difference between two curve values at a base length of 2.5m divided by the base length.
Specifically, in S2, the evaluation criteria of the track quality include:
Gauge of track Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
High-low distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Rail direction distance of rail Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Horizontal distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Triangle pit Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
rate of change of curve Meets/>When in use; the detection standard is met, and the mark is 3 minutes; otherwise, it is denoted as 0 point.
Specifically, in S3, the calibration of the force measuring wheel set includes: and calibrating vertical force and transverse force according to 0 degree, 15 degree, 30 degree, 45 degree, 60 degree, 75 degree, 90 degree, 135 degree, 180 degree, 225 degree, 270 degree and 315 degree, and hoisting the wheel set from the track base 3m through a tool when calibrating the transverse force.
Specifically, in S4, the vehicle dynamics safety response data includes:
real-time dynamic vertical force P and transverse force Q of wheel track and derailment coefficient of vehicle Wheel load shedding rate/>Axle lateral force/>Numerical value data and waveform curve data of (a); the derailment coefficient/>The calculation strategy of (2) is as follows: /(I); The wheel weight load shedding rateThe calculation strategy of (2) is as follows: /(I); Wherein/>The wheel rail vertical force is reduced in load relative to the average static wheel weight; Is the average static wheel weight.
Specifically, in S4, the evaluation of the safety response data set scale includes:
derailment coefficient Is determined by the following steps:
derailment coefficient When the detection section derailment coefficient index is excellent, the detection section derailment coefficient index accords with the detection standard, and the detection section derailment coefficient index is recorded as 3 minutes;
derailment coefficient When the detection section derailment coefficient index is good, the detection section derailment coefficient index accords with the detection standard and is recorded as 2 minutes; the corresponding output rail maintenance advice is: the index of the derailment coefficient is larger, the interval of the numerical value of the derailment coefficient is recorded, and the line is remedied by utilizing the skylight time;
derailment coefficient When the derailment coefficient of the detection section exceeds the standard value of China, the derailment coefficient does not accord with the inspection standard, and the derailment coefficient is recorded as 1 minute; the corresponding output rail maintenance advice is: when the exceeding limit is detected, immediately reducing the speed to a safe speed level for operation, ending the detection test on the same day, and arranging line refurbishment;
derailment coefficient When the detection section has a derailment accident risk, the detection section is marked as 0 point; the corresponding output rail maintenance advice is: immediately slowing down, and reasonably adjusting a test plan;
wheel load shedding rate Is determined by the following steps:
When the wheel weight is reduced When the wheel load shedding rate index of the detection section meets the relevant detection standard, the line meets the condition of continuing the subsequent test, and the mark is 3 minutes;
When the wheel weight is reduced When the detection value of the detection section exceeds the limit value, the corresponding index is unqualified, and the index is recorded as 2 minutes; the corresponding output rail maintenance advice is: continuing to schedule the drive test while suggesting subsequent 1-2 days of scheduling for refurbishment of the line;
When the wheel weight is reduced When the detection value of the detection section does not meet the standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: detecting the risk of derailment accident in the section, immediately slowing down the operation, and reasonably adjusting the test plan;
Transverse force of wheel axle Is determined by the following steps:
When (when) When the detection value of the detection section accords with the detection standard, the detection value is recorded as 3 minutes;
When (when) When the detection value of the detection section does not meet the detection standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: and (5) producing harm to the track and carrying out speed limiting treatment.
Specifically, in S5, the vehicle dynamics comfort response data includes: data curves of vehicle body vertical vibration acceleration, vehicle body transverse acceleration, vehicle body longitudinal acceleration, framework vertical acceleration, framework transverse acceleration, left axle box acceleration, right axle box acceleration, real-time comfort, vehicle speed and vehicle mileage.
Specifically, in S5, the calculation strategy of the vehicle comfort level W includes:
；
wherein A is the average value of vertical vibration acceleration, transverse acceleration, longitudinal acceleration, vertical acceleration, transverse acceleration, left axle box acceleration and right axle box acceleration;
the vibration frequency of the vehicle body; /(I) For the vibration frequency of the car body to be/>The vehicle body frequency correction coefficient at that time.
Specifically, the evaluation of vehicle comfort includes:
When (when) When the comfort of the vehicle does not meet the standard, the comfort of the vehicle is recorded as 0 point; wherein/>A vehicle comfort threshold;
When (when) When (1):
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more The test standard is met, and the line meets the subsequent test conditions and is recorded as 3 minutes;
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more But the single acceleration maximum exceeds/>Part of the detection sections do not meet the standard, and are marked as 2 minutes; the corresponding output rail maintenance advice is: repairing the corresponding line by using the skylight time;
The detection index A of the detection section continuously vibrates for more than 6 times and is more than or equal to A score of 0 is marked if the standard is not met; the corresponding output rail maintenance advice is: and (5) utilizing the skylight time or stopping the wheel for 1-2 days to intensively treat the section with the problem in detection.
Specifically, in S6, the fusion influencing indexThe calculation strategy of (2) is as follows:
；
Wherein, ；
Fusing influence coefficients for geometric parameters of the track; /(I)Fusing influence coefficients for vehicle dynamics safety response data; /(I)Fusing influence coefficients for vehicle dynamics comfort response data;
obtaining total score for the geometric parameters of the track; /(I) A total score for the vehicle dynamics safety response data; /(I)The total score is the vehicle dynamics comfort response data.
In addition, the track geometrical parameter and vehicle dynamics fusion influence analysis system comprises the following modules:
The device comprises a geometric parameter module, a geometric spectrum module, a force measuring wheel set module, a safety response module, a comfort response module and a fusion influence module;
the geometric parameter module detects geometric irregularity of the track state through the laser sensor and extracts geometric parameter data of the track;
The geometric spectrum module performs three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquires geometric spectrum characteristics of the orbit by using a data fitting model, and evaluates the quality of the orbit;
the measuring wheel pair module is used for exchanging the calibrated measuring wheel pair to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the measuring wheel pair, and wheel rail force signals are led to the data acquisition end through the current collecting devices;
the safety response module is used for collecting vehicle dynamics safety response data and evaluating a safety response data combination scale;
The comfort response module is used for collecting vehicle dynamics comfort response data, calculating the comfort level of the vehicle and evaluating the comfort level of the vehicle;
The fusion influence module is used for calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding steel rail maintenance suggestions, carrying out grading color marking on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface.
A storage medium having instructions stored therein that, when read by a computer, cause the computer to perform the track geometry and vehicle dynamics fusion impact analysis method.
An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the track geometry and vehicle dynamics fusion impact analysis method when executing the computer program.
Compared with the prior art, the invention has the following technical effects:
1. The invention provides a reference basis for rail maintenance, carries out full line profile shape detection, combines wheel tread profile detection, carries out mutual matching operation of the wheel and the rail, obtains full line profile shape data of all vehicles, carries out wheel and rail operation health management and application evaluation, is an important component part of intelligent wheel and rail operation and health management, and provides support for realizing planned maintenance to state maintenance.
2. The invention can run on tunnels, the ground and overhead lines, the car body and all externally installed equipment can work all day-to-day uninterruptedly (normally work under conditions of strong light, night, rainy and snowy weather and the like), and no rail profile blurring or test data loss occurs in the detection process; the system can adapt to extremely severe test environments such as extremely cold, extremely hot, moist, dust and the like, the system starting temperature is-20 ℃ to +60 ℃, and the working environment temperature is-40 ℃ to +60 ℃; can realize bidirectional detection, and is not influenced by direction and speed.
3. According to the invention, the high-speed digital laser sensor is used for continuously detecting the dynamic change of the steel rail, detecting parameters such as track height irregularity, track direction irregularity, horizontal irregularity, track gauge irregularity, triangular pits and the like, and displaying the profile of the steel rail in real time. The vehicle body acceleration measuring system adopts vertical and transverse acceleration sensors, and calculates the indexes such as stability and comfort of the vehicle through acceleration values.
4. The force measuring wheel set is mainly subjected to the action of transverse force, vertical force and longitudinal force, and the influence of the longitudinal force can be eliminated along the radial patch. The optimal patch position is selected by a finite element model simulation loading method of the wheel set, and for a given bridge, the patch position can be found, so that not only can high output sensitivity and ideal output waveforms be obtained, but also errors such as price difference interference and influence of load action positions can be reduced to the minimum.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a flow chart of a method for analyzing the fusion influence of the geometric parameters of the orbit and the dynamics of the vehicle;
FIG. 2 is a schematic diagram of a method for measuring track gauge irregularity data according to the present invention;
FIG. 3 is a schematic diagram of a method for measuring rail orientation data of a rail in accordance with the present invention;
FIG. 4 is a schematic diagram of a method for measuring horizontal irregularity in accordance with the present invention;
FIG. 5 is a diagram of a calibration angle setting for a patch of a force measuring wheel set according to the present invention;
FIG. 6 is a schematic diagram of a wheel-rail force measurement according to the present invention;
FIG. 7 is a schematic diagram of a force measuring wheel set patch calibration of the present invention;
FIG. 8 is a schematic view of a load wheel versus strain gage arrangement of the present invention;
FIG. 9 is a schematic illustration of a web scoring station of the present invention;
Fig. 10 is a schematic view of a current collecting device according to the present invention;
FIG. 11 is a schematic illustration of an axle punch position of the present invention;
FIG. 12 is a schematic diagram of the track geometry and vehicle dynamics fusion impact analysis system of the present invention.
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present invention is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
Embodiment one:
As shown in fig. 1, the method for analyzing the fusion influence of the geometric parameters of the track and the dynamics of the vehicle according to the embodiment of the invention, as shown in fig. 1, comprises the following specific steps:
S1: carrying out geometric irregularity detection on the track state by a laser sensor, and extracting track geometric parameter data;
In S1, the geometric irregularity detection includes: track gauge irregularity detection, height irregularity detection, rail direction irregularity detection, horizontal irregularity detection, crater detection, curvature radius and curve change rate detection;
Wherein, as shown in fig. 2, the obtaining of the track gauge data includes: acquiring the profile of the steel rail by using a high-precision digital laser sensor, and calculating by using the acquired two-dimensional coordinate data to acquire the track gauge;
as shown in fig. 3, the track height data and the rail direction data are obtained by an inertial reference method;
As shown in fig. 4, the horizontal irregularity is the difference between the heights of two rails on the same section of the track, the curve is the deviation except for the normal ultrahigh deviation part, and the straight line is the deviation after subtracting the horizontal mean value formed by raising one side of the rail;
The triangle pit data are algebraic differences of horizontal amplitude values of two cross sections;
the length of the baseline chord length in the acquisition of the curvature radius data is 30m;
Wherein the curve rate of change data is the difference between two curve values at a base length of 2.5m divided by the base length.
S2: carrying out three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquiring geometric spectrum characteristics of the orbit by using a data fitting model, and evaluating the quality of the orbit;
In S2, the evaluation criteria of the track quality include:
Gauge of track Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
High-low distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Rail direction distance of rail Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Horizontal distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Triangle pit Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
rate of change of curve Meets/>When in use; the detection standard is met, and the mark is 3 minutes; otherwise, it is denoted as 0 point.
S3: the calibrated force measuring wheel set is replaced to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the force measuring wheel set, and wheel rail force signals are led to a data acquisition end through the current collecting devices;
In S3, as shown in fig. 5, the calibration of the force measuring wheel set includes: and calibrating vertical force and transverse force according to 0 degree, 15 degree, 30 degree, 45 degree, 60 degree, 75 degree, 90 degree, 135 degree, 180 degree, 225 degree, 270 degree and 315 degree, and hoisting the wheel set from the track base 3m through a tool when calibrating the transverse force.
S4: collecting vehicle dynamics safety response data, and evaluating a safety response data combination scale;
As shown in fig. 6, in S4, the vehicle dynamics safety response data includes:
real-time dynamic vertical force P and transverse force Q of wheel track and derailment coefficient of vehicle Wheel load shedding rate/>Axle lateral force/>Numerical value data and waveform curve data of (a); the derailment coefficient/>The calculation strategy of (2) is as follows: /(I); The wheel weight load shedding rateThe calculation strategy of (2) is as follows: /(I); Wherein/>The wheel rail vertical force is reduced in load relative to the average static wheel weight; Is the average static wheel weight.
In S4, the evaluation of the safety response data set scale includes:
derailment coefficient Is determined by the following steps:
derailment coefficient When the detection section derailment coefficient index is excellent, the detection section derailment coefficient index accords with the detection standard, and the detection section derailment coefficient index is recorded as 3 minutes;
derailment coefficient When the detection section derailment coefficient index is good, the detection section derailment coefficient index accords with the detection standard and is recorded as 2 minutes; the corresponding output rail maintenance advice is: the index of the derailment coefficient is larger, the interval of the numerical value of the derailment coefficient is recorded, and the line is remedied by utilizing the skylight time;
derailment coefficient When the derailment coefficient of the detection section exceeds the standard value of China, the derailment coefficient does not accord with the inspection standard, and the derailment coefficient is recorded as 1 minute; the corresponding output rail maintenance advice is: when the exceeding limit is detected, immediately reducing the speed to a safe speed level for operation, ending the detection test on the same day, and arranging line refurbishment;
In this embodiment, the output rail repair advice further includes: if special conditions are met: the test time is short, the task cannot be delayed, the subway vehicle can be run at a reduced speed, meanwhile, related specialists are organized for discussion, and guidance comments are given according to the line conditions;
derailment coefficient When the detection section has a derailment accident risk, the detection section is marked as 0 point; the corresponding output rail maintenance advice is: immediately slowing down, and reasonably adjusting a test plan;
wheel load shedding rate Is determined by the following steps:
When the wheel weight is reduced When the wheel load shedding rate index of the detection section meets the relevant detection standard, the line meets the condition of continuing the subsequent test, and the mark is 3 minutes;
When the wheel weight is reduced When the detection value of the detection section exceeds the limit value, the corresponding index is unqualified, and the index is recorded as 2 minutes; the corresponding output rail maintenance advice is: continuing to schedule the drive test while suggesting subsequent 1-2 days of scheduling for refurbishment of the line;
When the wheel weight is reduced When the detection value of the detection section does not meet the standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: detecting the risk of derailment accident in the section, immediately slowing down the operation, and reasonably adjusting the test plan;
Transverse force of wheel axle Is determined by the following steps:
When (when) When the detection value of the detection section accords with the detection standard, the detection value is recorded as 3 minutes;
When (when) When the detection value of the detection section does not meet the detection standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: and (5) producing harm to the track and carrying out speed limiting treatment.
S5: collecting vehicle dynamics comfort response data, calculating the comfort level of the vehicle, and evaluating the comfort level of the vehicle;
in S5, the vehicle dynamics comfort response data includes: data curves of vehicle body vertical vibration acceleration, vehicle body transverse acceleration, vehicle body longitudinal acceleration, framework vertical acceleration, framework transverse acceleration, left axle box acceleration, right axle box acceleration, real-time comfort, vehicle speed and vehicle mileage.
In S5, the calculation strategy of the vehicle comfort level W includes:
；
wherein A is the average value of vertical vibration acceleration, transverse acceleration, longitudinal acceleration, vertical acceleration, transverse acceleration, left axle box acceleration and right axle box acceleration;
the vibration frequency of the vehicle body; /(I) For the vibration frequency of the car body to be/>The vehicle body frequency correction coefficient at that time.
The correspondence relationship of the vehicle body frequency correction coefficient provided in the present embodiment is as follows:
The evaluation of vehicle comfort includes:
When (when) When the comfort of the vehicle does not meet the standard, the comfort of the vehicle is recorded as 0 point; wherein/>A vehicle comfort threshold;
When (when) When (1):
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more The test standard is met, and the line meets the subsequent test conditions and is recorded as 3 minutes;
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more But the single acceleration maximum exceeds/>Part of the detection sections do not meet the standard, and are marked as 2 minutes; the corresponding output rail maintenance advice is: repairing the corresponding line by using the skylight time;
The detection index A of the detection section continuously vibrates for more than 6 times and is more than or equal to A score of 0 is marked if the standard is not met; the corresponding output rail maintenance advice is: and (5) utilizing the skylight time or stopping the wheel for 1-2 days to intensively treat the section with the problem in detection.
S6: and according to S2-S5, calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding rail maintenance suggestions, performing grading color marking treatment on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface.
S6, the fusion influence indexThe calculation strategy of (2) is as follows:
；
Wherein, ；
Fusing influence coefficients for geometric parameters of the track; /(I)Fusing influence coefficients for vehicle dynamics safety response data; /(I)Fusion of influence coefficients for vehicle dynamics comfort response data,/>Specific values set by a person skilled in the art according to the application requirements of the operating manual; in the present embodiment；
Obtaining total score for the geometric parameters of the track; /(I)A total score for the vehicle dynamics safety response data; /(I)A total score for the vehicle dynamics comfort response data;
Wherein, As determined by the evaluation criteria for the quality of the track, illustratively, when the gauge and the high-low distance meet the detection criteria, and the rail gauge, the horizontal distance, the crater, the curve change rate do not meet the detection criteria,Dividing;
By way of example only, and not by way of limitation, The determination method of (2) is as follows: when derailment coefficient/>Load shedding rate of wheel weightAnd axle lateral force/>Time,/>Dividing;
By way of example only, and not by way of limitation, The determination method of (2) is as follows: when/>And the detection index A of the detection section does not vibrate continuously for more than 6 times and is more than or equal to/>Time,/>Dividing into two parts.
Embodiment two:
The embodiment provides a method for selecting an optimal patch position through a finite element model simulation loading method of a force measuring wheel set, as shown in fig. 7, and the patch calibration steps of the force measuring wheel set are as follows:
s31: as shown in fig. 8, a high-sensitivity waveform is obtained by determining a bridge group mode of a transverse bridge and a vertical bridge with reference to national standard GB 5599;
S32: the method comprises the steps of utilizing three-dimensional software to build a three-dimensional model for a force measuring wheel set, modeling aiming at a test wheel set, importing the wheel set three-dimensional model into the software to build a force measuring wheel set finite element model, loading vertical force and transverse force on wheels in the software respectively, and searching a point with the minimum mutual interference of the vertical force and the transverse force as a load identification point, wherein the optimal patch point selection principle is as follows: the self-interference is as large as possible and the crosstalk is as small as possible;
S33: accurately scribing a circumferential line and an angle division line for positioning patch positions on the surface of the spoke plate, wherein the angle lines on two sides of the spoke plate are required to coincide, scribing the inner side and the outer side of the spoke plate respectively, selecting the positions of the vertical bridge and the transverse bridge patch radius to carry out circumferential scribing, and scribing radial lines every 45 degrees, wherein the positions are shown in fig. 9;
s34: processing the wheel set according to the calculation result, and mainly punching the wheel set web and the axle;
S35: machining a threaded hole on the axle end of an axle, and fixing a collecting ring, wherein the mounting schematic diagram of the collecting ring is shown in fig. 10; and punching holes on the left wheel and the right wheel to provide a passage for the strain gauge wires, wherein the punching requirements are as follows: the wheels are respectively provided with small holes with the inclination angle of 60 degrees and the diameter of 15mm at 180 degrees, as shown in figure 11;
S36: the strain gauge is attached to the force measuring wheel set, the strain gauge generates corresponding deformation along with the deformation of the force measuring wheel set due to the stress, corresponding resistance change is generated according to the elongation or the shortening of the metal box in the strain gauge along with the deformation, and relevant test data of the track are measured.
Embodiment III:
As shown in fig. 12, the track geometry parameter and vehicle dynamics fusion influence analysis system according to the embodiment of the invention includes the following modules:
The device comprises a geometric parameter module, a geometric spectrum module, a force measuring wheel set module, a safety response module, a comfort response module and a fusion influence module;
the geometric parameter module detects geometric irregularity of the track state through the laser sensor and extracts geometric parameter data of the track;
The geometric spectrum module performs three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquires geometric spectrum characteristics of the orbit by using a data fitting model, and evaluates the quality of the orbit;
the measuring wheel pair module is used for exchanging the calibrated measuring wheel pair to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the measuring wheel pair, and wheel rail force signals are led to the data acquisition end through the current collecting devices;
the safety response module is used for collecting vehicle dynamics safety response data and evaluating a safety response data combination scale;
The comfort response module is used for collecting vehicle dynamics comfort response data, calculating the comfort level of the vehicle and evaluating the comfort level of the vehicle;
The fusion influence module is used for calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding steel rail maintenance suggestions, carrying out grading color marking on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface.
Embodiment four:
the present embodiment provides an electronic device including: a processor and a memory, wherein the memory stores a computer program for the processor to call;
The processor executes the above-described track geometry parameter and vehicle dynamics fusion impact analysis method by calling a computer program stored in the memory.
The electronic device may vary greatly in configuration or performance, and can include one or more processors (Central Processing Units, CPU) and one or more memories, where the memories store at least one computer program that is loaded and executed by the processors to implement the track geometry and vehicle dynamics fusion impact analysis method provided by the above method embodiments. The electronic device can also include other components for implementing the functions of the device, for example, the electronic device can also have wired or wireless network interfaces, input-output interfaces, and the like, for inputting and outputting data. The present embodiment is not described herein.
Fifth embodiment:
the present embodiment proposes a computer-readable storage medium having stored thereon an erasable computer program;
The computer program, when run on a computer device, causes the computer device to perform the above-described method of analyzing the fusion impact of the orbit geometrical parameters with the dynamics of the vehicle.
For example, the computer readable storage medium can be Read-Only Memory (ROM), random access Memory (Random Access Memory, RAM), compact disk Read-Only Memory (Compact Disc Read-Only Memory, CD-ROM), magnetic tape, floppy disk, optical data storage device, and the like.
It should be understood that, in various embodiments of the present application, the sequence numbers of the foregoing processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic thereof, and should not constitute any limitation on the implementation process of the embodiments of the present application.
It should be understood that determining B from a does not mean determining B from a alone, but can also determine B from a and/or other information.
The above embodiments may be implemented in whole or in part by software, hardware, firmware, or any other combination. When implemented in software, the above-described embodiments may be implemented in whole or in part in the form of a computer program product. The computer program product comprises one or more computer instructions or computer programs. When the computer instructions or computer program are loaded or executed on a computer, the processes or functions in accordance with embodiments of the present invention are produced in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatus. The computer instructions may be stored in or transmitted from one computer-readable storage medium to another, for example, by way of wired or/and wireless networks from one website site, computer, server, or data center to another. Computer readable storage media can be any available media that can be accessed by a computer or data storage devices, such as servers, data centers, etc. that contain one or more collections of available media. The usable medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium. The semiconductor medium may be a solid state disk.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.
In the several embodiments provided by the present invention, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the partitioning of units is merely one, and there may be additional partitioning in actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.
In the description of the present specification, the descriptions of the terms "one embodiment," "example," "specific example," and the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In summary, compared with the prior art, the technical effects of the invention are as follows:
1. The invention provides a reference basis for rail maintenance, carries out full line profile shape detection, combines wheel tread profile detection, carries out mutual matching operation of the wheel and the rail, obtains full line profile shape data of all vehicles, carries out wheel and rail operation health management and application evaluation, is an important component part of intelligent wheel and rail operation and health management, and provides support for realizing planned maintenance to state maintenance.
2. The invention can run on tunnels, the ground and overhead lines, the car body and all externally installed equipment can work all day-to-day uninterruptedly (normally work under conditions of strong light, night, rainy and snowy weather and the like), and no rail profile blurring or test data loss occurs in the detection process; the system can adapt to extremely severe test environments such as extremely cold, extremely hot, moist, dust and the like, the system starting temperature is-20 ℃ to +60 ℃, and the working environment temperature is-40 ℃ to +60 ℃; can realize bidirectional detection, and is not influenced by direction and speed.
3. According to the invention, the high-speed digital laser sensor is used for continuously detecting the dynamic change of the steel rail, detecting parameters such as track height irregularity, track direction irregularity, horizontal irregularity, track gauge irregularity, triangular pits and the like, and displaying the profile of the steel rail in real time. The vehicle body acceleration measuring system adopts vertical and transverse acceleration sensors, and calculates the indexes such as stability and comfort of the vehicle through acceleration values.
4. The force measuring wheel set is mainly subjected to the action of transverse force, vertical force and longitudinal force, and the influence of the longitudinal force can be eliminated along the radial patch. The optimal patch position is selected by a finite element model simulation loading method of the wheel set, and for a given bridge, the patch position can be found, so that not only can high output sensitivity and ideal output waveforms be obtained, but also errors such as price difference interference and influence of load action positions can be reduced to the minimum.
The foregoing has shown and described the basic principles and main features of the present invention and the advantages of the present invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, which is defined in the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (6)
1. The method for analyzing the fusion influence of the geometrical parameters of the track and the dynamics of the vehicle is characterized by comprising the following steps of: the method comprises the following specific steps:
S1: carrying out geometric irregularity detection on the track state by a laser sensor, and extracting track geometric parameter data;
S2: carrying out three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquiring geometric spectrum characteristics of the orbit by using a data fitting model, and evaluating the quality of the orbit;
s3: the calibrated force measuring wheel set is replaced to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the force measuring wheel set, and wheel rail force signals are led to a data acquisition end through the current collecting devices;
S4: collecting vehicle dynamics safety response data, and evaluating a safety response data combination scale;
S5: collecting vehicle dynamics comfort response data, calculating vehicle comfort, and evaluating the vehicle comfort;
s6: according to S2-S5, calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding rail maintenance suggestions, performing grading color marking treatment on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface;
In S2, the evaluation criteria of the track quality include:
Gauge of track Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
High-low distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Rail direction distance of rail Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Horizontal distance Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
Triangle pit Meets/>When the detection standard is met, the detection standard is marked as 3 minutes; otherwise, the score is 0;
rate of change of curve Meets/>When in use; the detection standard is met, and the mark is 3 minutes; otherwise, the score is 0;
In S4, the vehicle dynamics safety response data includes:
real-time dynamic vertical force P and transverse force Q of wheel track and derailment coefficient of vehicle Wheel load shedding rate/>Axle lateral force/>Numerical value data and waveform curve data of (a); the derailment coefficient/>The calculation strategy of (2) is as follows: /(I); The wheel load shedding rate/>The calculation strategy of (2) is as follows: /(I); Wherein/>The wheel rail vertical force is reduced in load relative to the average static wheel weight; /(I)Is the average static wheel weight;
in S4, the evaluation of the safety response data set scale includes:
derailment coefficient Is determined by the following steps:
derailment coefficient When the detection section derailment coefficient index is excellent, the detection section derailment coefficient index accords with the detection standard, and the detection section derailment coefficient index is recorded as 3 minutes;
derailment coefficient When the detection section derailment coefficient index is good, the detection section derailment coefficient index accords with the detection standard and is recorded as 2 minutes; the corresponding output rail maintenance advice is: the index of the derailment coefficient is larger, the interval of the numerical value of the derailment coefficient is recorded, and the line is remedied by utilizing the skylight time;
derailment coefficient When the derailment coefficient of the detection section exceeds the standard value of China, the derailment coefficient does not accord with the inspection standard, and the derailment coefficient is recorded as 1 minute; the corresponding output rail maintenance advice is: when the exceeding limit is detected, immediately reducing the speed to a safe speed level for operation, ending the detection test on the same day, and arranging line refurbishment;
derailment coefficient When the detection section has a derailment accident risk, the detection section is marked as 0 point; the corresponding output rail maintenance advice is: immediately slowing down, and reasonably adjusting a test plan;
wheel load shedding rate Is determined by the following steps:
When the wheel weight is reduced When the wheel load shedding rate index of the detection section meets the relevant detection standard, the line meets the condition of continuing the subsequent test, and the mark is 3 minutes;
When the wheel weight is reduced When the detection value of the detection section exceeds the limit value, the corresponding index is unqualified, and the index is recorded as 2 minutes; the corresponding output rail maintenance advice is: continuing to schedule the drive test while suggesting subsequent 1-2 days of scheduling for refurbishment of the line;
When the wheel weight is reduced When the detection value of the detection section does not meet the standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: detecting the risk of derailment accident in the section, immediately slowing down the operation, and reasonably adjusting the test plan;
Transverse force of wheel axle Is determined by the following steps:
When (when) When the detection value of the detection section accords with the detection standard, the detection value is recorded as 3 minutes;
When (when) When the detection value of the detection section does not meet the detection standard, the detection value is recorded as 0 score; the corresponding output rail maintenance advice is: the rail is endangered and speed-limiting treatment is carried out;
In S5, the vehicle dynamics comfort response data includes: data curves of vehicle body vertical vibration acceleration, vehicle body transverse acceleration, vehicle body longitudinal acceleration, framework vertical acceleration, framework transverse acceleration, left axle box acceleration, right axle box acceleration, real-time comfort, vehicle speed and vehicle mileage;
In S5, the calculation strategy of the vehicle comfort level W includes:
；
wherein A is the average value of vertical vibration acceleration, transverse acceleration, longitudinal acceleration, vertical acceleration, transverse acceleration, left axle box acceleration and right axle box acceleration;
the vibration frequency of the vehicle body; /(I) For the vibration frequency of the car body to be/>The vehicle body frequency correction coefficient at the time;
The evaluation of vehicle comfort includes:
When (when) When the comfort of the vehicle does not meet the standard, the comfort of the vehicle is recorded as 0 point; wherein/>A vehicle comfort threshold;
When (when) When (1):
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more The test standard is met, and the line meets the subsequent test conditions and is recorded as 3 minutes;
if the detection index A of the detection section does not continuously vibrate for more than 6 times or more But the single acceleration maximum exceeds/>Part of the detection sections do not meet the standard, and are marked as 2 minutes; the corresponding output rail maintenance advice is: repairing the corresponding line by using the skylight time;
The detection index A of the detection section continuously vibrates for more than 6 times and is more than or equal to Is not in accordance with
Standard, recorded as 0 score; the corresponding output rail maintenance advice is: the problem detection zone is intensively remedied by using the skylight time or the stopping wheel for 1-2 days;
s6, the fusion influence index The calculation strategy of (2) is as follows:
；
Wherein, ；
Fusing influence coefficients for geometric parameters of the track; /(I)Fusing influence coefficients for vehicle dynamics safety response data; fusing influence coefficients for vehicle dynamics comfort response data;
obtaining total score for the geometric parameters of the track; /(I) A total score for the vehicle dynamics safety response data; /(I)The total score is the vehicle dynamics comfort response data.
2. The method for analyzing the fusion influence of the geometric parameters of the track and the dynamics of the vehicle according to claim 1, wherein in S1, the geometric irregularity detection comprises: track gauge irregularity detection, height irregularity detection, rail direction irregularity detection, horizontal irregularity detection, crater detection, curvature radius and curve change rate detection;
wherein, the acquisition of track gauge data includes: acquiring the profile of the steel rail by using a high-precision digital laser sensor, and calculating by using the acquired two-dimensional coordinate data to acquire the track gauge;
the track height data and the rail direction data are obtained through an inertial reference method;
The triangle pit data are algebraic differences of horizontal amplitude values of two cross sections;
the length of the baseline chord length in the acquisition of the curvature radius data is 30m;
Wherein the curve rate of change data is the difference between two curve values at a base length of 2.5m divided by the base length.
3. The method for analyzing the fusion influence of the geometric parameters of the track and the dynamics of the vehicle according to claim 2, wherein in S3, the calibration of the force measuring wheel set comprises: and calibrating vertical force and transverse force according to 0 degree, 15 degree, 30 degree, 45 degree, 60 degree, 75 degree, 90 degree, 135 degree, 180 degree, 225 degree, 270 degree and 315 degree, and hoisting the wheel set from the track base 3m through a tool when calibrating the transverse force.
4. A track geometry and vehicle dynamics fusion impact analysis system implemented based on the track geometry and vehicle dynamics fusion impact analysis method according to any one of claims 1-3, characterized in that the system comprises the following modules:
The device comprises a geometric parameter module, a geometric spectrum module, a force measuring wheel set module, a safety response module, a comfort response module and a fusion influence module;
the geometric parameter module detects geometric irregularity of the track state through the laser sensor and extracts geometric parameter data of the track;
The geometric spectrum module performs three-dimensional modeling on the orbit by utilizing three-dimensional modeling software, acquires geometric spectrum characteristics of the orbit by using a data fitting model, and evaluates the quality of the orbit;
the measuring wheel pair module is used for exchanging the calibrated measuring wheel pair to the train, slip ring type current collecting devices are respectively arranged at the shaft ends of the two sides of the measuring wheel pair, and wheel rail force signals are led to the data acquisition end through the current collecting devices;
the safety response module is used for collecting vehicle dynamics safety response data and evaluating a safety response data combination scale;
The comfort response module is used for collecting vehicle dynamics comfort response data, calculating the comfort level of the vehicle and evaluating the comfort level of the vehicle;
The fusion influence module is used for calculating a fusion influence index, outputting the fusion influence index, the evaluation scores of all detection items and corresponding steel rail maintenance suggestions, carrying out grading color marking on the evaluation scores of the detection items, and visualizing the rail maintenance suggestions to a rail detection client interface.
5. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements a method for analyzing the fusion influence of the geometrical parameters of a track and the dynamics of a vehicle according to any one of claims 1-3.
6. An electronic device, comprising:
a memory for storing instructions;
A processor for executing the instructions, causing the apparatus to perform operations for implementing the method for analyzing the fusion impact of orbit geometrical parameters with vehicle dynamics according to any one of claims 1-3.
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