CN114592388A - Ride comfort detection method and system for long and large tunnel rail transportation track - Google Patents
Ride comfort detection method and system for long and large tunnel rail transportation track Download PDFInfo
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- CN114592388A CN114592388A CN202210216431.6A CN202210216431A CN114592388A CN 114592388 A CN114592388 A CN 114592388A CN 202210216431 A CN202210216431 A CN 202210216431A CN 114592388 A CN114592388 A CN 114592388A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B35/00—Applications of measuring apparatus or devices for track-building purposes
- E01B35/06—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction
- E01B35/08—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction for levelling
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Abstract
The invention relates to the technical field of tunnel construction, and provides a method and a system for detecting the smoothness of a long and large tunnel rail transportation track. The detection method comprises the following steps: during tunnel construction, acquiring a real-time horizontal acceleration value of a train running on a track; determining a horizontal acceleration safety limit value allowed by a track according to the adopted driving speed target value; and comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value, and judging the smoothness of the track based on the comparison result. The detection method of the invention evaluates the safety of train rail transportation by taking the horizontal acceleration as an index, realizes the rapid detection of the smoothness of the rail during tunnel construction, does not influence the tunnel construction progress, and has the characteristics of simplicity, high efficiency, low cost and the like.
Description
Technical Field
The invention relates to the technical field of tunnel construction, in particular to a method and a system for detecting smoothness of a long and large tunnel rail transportation track.
Background
When the tunnel is constructed by adopting the TBM method, the logistics mode in the tunnel is usually rail transportation. The technical rules for the construction of the tunnel engineering of the high-speed railway (Q/CR 9604) and the technical rules for the construction of the tunnel engineering of the passenger-cargo collinear railway (Q/CR 9653) provide that: when the rail transport train passes through a construction section in a tunnel, a curve with poor sight line, a turnout, a tunnel portal level crossing and the like, the running speed of the rail transport train is not more than 10 km/h; and after effective safety measures are taken in other areas, the running speed is not more than 20 km/h.
The tunnel is transported by adopting rails, after the rails are used for a period of time, the geometric shapes of the rails, such as direction, height, track gauge, level and the like, can be changed, and the change caused by a single factor or a compound factor can cause the smoothness of the rails to be reduced, so that the driving safety is influenced. If the influence is within the allowable range, no safety problem exists, otherwise, potential safety hazard is generated.
The dynamic measurement of a dynamic inspection vehicle and the static detection of a rail inspection instrument are generally adopted for the smoothness of the rail, the method is common and suitable for the application of the high-speed railway, but the detection is slow, the time is wasted, the construction period is prolonged, and the detection cost is high under the rail transportation condition during the tunnel construction.
Disclosure of Invention
The invention provides a method and a system for detecting the smoothness of a rail transportation track of a long and large tunnel, which are used for realizing the rapid detection of the smoothness of the track during the tunnel construction, do not influence the tunnel construction progress, and have the characteristics of simplicity, high efficiency, low cost and the like.
The invention provides a method for detecting the smoothness of a long and large tunnel rail transport track, which comprises the following steps:
during tunnel construction, acquiring a real-time horizontal acceleration value of a train running on a track;
determining a horizontal acceleration safety limit value allowed by a track according to the adopted driving speed target value;
and comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value, and judging the smoothness of the track based on the comparison result.
According to the method for detecting the smoothness of the rail transportation track in the long and large tunnel, provided by the invention, the step of comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and judging the smoothness of the track based on the comparison result comprises the following steps of:
when the real-time horizontal acceleration value is smaller than or equal to the horizontal acceleration safety limit value, judging that the track is smooth;
and when the real-time horizontal acceleration value is larger than the horizontal acceleration safety limit value, judging that the track is not smooth.
The invention provides a method for detecting the smoothness of a long and large tunnel rail transport track, which further comprises the following steps:
and acquiring the real-time position of train operation.
The invention provides a method for detecting the smoothness of a long and large tunnel rail transport track, which further comprises the following steps:
and when the track is not smooth, sending an alarm signal and stopping the vehicle.
The invention also provides a ride comfort detection system for the rail transportation track of the long and large tunnel, which comprises the following steps:
the first acquisition module is used for acquiring a real-time horizontal acceleration value of a train running on a track during tunnel construction;
the determining module is used for determining a horizontal acceleration safety limit value allowed by the track according to the adopted driving speed target value;
and the judging module is used for comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and judging the smoothness of the track based on a comparison result.
According to the smoothness detection system for the long and large tunnel rail transportation track provided by the invention, the first acquisition module comprises: and a horizontal acceleration measuring instrument.
According to the smoothness detection system for the long and large tunnel rail transportation track, provided by the invention, the horizontal acceleration measuring instrument is an acceleration gyroscope sensor.
The invention provides a ride comfort detection system for a long and large tunnel rail transport track, which further comprises:
and the second acquisition module is used for acquiring the real-time position of train operation.
According to the smoothness detection system for the long and large tunnel rail transportation track provided by the invention, the second acquisition module comprises: and a positioning device.
The invention provides a ride comfort detection system for a long and large tunnel rail transport track, which further comprises:
and the alarm module is used for sending an alarm signal when the track is not smooth.
The invention provides a method and a system for detecting the smoothness of a rail transport track of a long and large tunnel, which are used for acquiring the real-time horizontal acceleration value of a train running on the track during tunnel construction; determining a horizontal acceleration safety limit value allowed by a track according to the adopted driving speed target value; and comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value, and judging the smoothness of the track based on the comparison result. The detection method of the invention evaluates the safety of train rail transportation by taking the horizontal acceleration as an index, realizes the rapid detection of the smoothness of the rail during the tunnel construction, does not influence the tunnel construction progress, and has the characteristics of simplicity, high efficiency, low cost and the like.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or related technologies, the drawings required for use in the embodiments or related technologies will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart of a method for detecting smoothness of a rail transportation track of a long and large tunnel according to the present invention;
FIG. 2 is a block diagram of the ride comfort detection system for the rail transportation track of the long and large tunnel according to the present invention;
FIG. 3 is a schematic view of the installation of the ride comfort detection system for the rail transportation track of the long and large tunnel according to the present invention;
FIG. 4 is a schematic diagram of a train operating condition when the track is not smooth according to the present invention;
FIG. 5 is a schematic diagram of a horizontal acceleration detection result of the track according to the present invention;
FIG. 6 is a schematic diagram of the variation of the transverse force of the wheel track with single-factor and different driving speeds provided by the present invention;
FIG. 7 is a schematic diagram of the lateral acceleration variation of a wheel with single factor and different driving speeds provided by the present invention;
FIG. 8 is a schematic diagram of the variation of the wheel load shedding rate of different driving speeds with a single factor provided by the present invention;
FIG. 9 is a schematic diagram of the change of the derailment coefficients of single-factor different driving speeds provided by the present invention;
FIG. 10 is a schematic diagram of the variation of the transverse force of the wheel track with different driving speeds of the composite factors provided by the present invention;
FIG. 11 is a schematic diagram of the lateral acceleration variation of wheels with different driving speeds and combined factors provided by the present invention;
FIG. 12 is a schematic diagram of the variation of the wheel load shedding rate of different driving speeds with composite factors provided by the present invention;
FIG. 13 is a schematic diagram of the change of derailment coefficients of different driving speeds with composite factors provided by the present invention;
FIG. 14 is a graph showing the variation of the wheel load shedding rate at different horizontal irregularity amplitudes at a train speed of 15km/h according to the present invention;
FIG. 15 is a graph showing the variation of derailment coefficient at different levels of irregularity amplitudes at a train speed of 15km/h according to the present invention;
FIG. 16 is a graph showing the variation of the wheel load shedding rate at different horizontal irregularity amplitudes at a train speed of 20km/h according to the present invention;
FIG. 17 is a graph showing the variation of derailment coefficient at different levels of irregularity amplitudes at a train speed of 20km/h according to the present invention;
FIG. 18 is a graph showing the variation of the wheel load shedding rate at different levels of irregularity in amplitude values under the condition of a 15km/h running speed of the tank car (empty car) provided by the present invention;
FIG. 19 is a graph showing the variation of the derailment coefficient of the tank car (empty car) at different levels of irregularity amplitudes at a running speed of 15 km/h;
FIG. 20 is a graph showing the variation of the transverse force of the wheel track at different horizontal irregularity amplitudes at a tank car (empty car) running speed of 15km/h according to the present invention;
FIG. 21 is a graph showing the variation of the wheel load shedding rate at different levels of irregularity in amplitude under the condition of a 20km/h running speed of the tank car (empty car) provided by the present invention;
FIG. 22 is a graph showing the variation of the derailment coefficient of the tank car (empty car) at different levels of irregularity amplitudes at a running speed of 20 km/h;
FIG. 23 is a graph showing the variation of the transverse force of the wheel track at different horizontal irregularity amplitudes at a tank car (empty car) travelling speed of 20km/h according to the present invention;
FIG. 24 is a graph showing the variation of the wheel load shedding rate at different levels of irregularity in amplitude values under the condition of a 15km/h running speed of the tank car (heavy vehicle) provided by the present invention;
FIG. 25 is a graph showing the variation of the derailment coefficient of a tank car (heavy vehicle) at a speed of 15km/h and at different levels of irregularity in amplitude values;
FIG. 26 is a graph showing the variation of the lateral force of the wheel track at different horizontal irregularity amplitudes at a running speed of 15km/h for the tank car (heavy vehicle) according to the present invention;
FIG. 27 is a graph showing the variation of the wheel load shedding rate at different levels of irregularity in amplitude values under the condition of a 20km/h running speed of the tank car (heavy vehicle) provided by the present invention;
FIG. 28 is a graph showing the variation of the derailment coefficient of the tank car (heavy vehicle) at a speed of 20km/h and at different levels of irregularity in amplitude values;
FIG. 29 is a graph showing the variation of transverse force of wheel track at different levels of irregularity in amplitude under the condition of 20km/h of the running speed of the tank car (heavy vehicle) provided by the present invention.
Reference numerals:
1: a train; 2: a track; 3: a first acquisition module; 4: a determination module;
5: a decision module; 6: a horizontal acceleration measuring instrument; 7: and a positioning device.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be noted that the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, a fixed connection, a detachable connection, or an integral connection, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood in specific cases by those of ordinary skill in the art.
In embodiments of the invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., 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 an embodiment of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
The detection method is a horizontal acceleration track smoothness detection method, the horizontal acceleration is used as an index to evaluate the safety of train track transportation, when the horizontal acceleration of a train at a certain position in a tunnel exceeds a safety limit value, an alarm is automatically given to prompt irregularity, the operation of the road section is stopped, and the maintenance is waited, so that the safety of train transportation during tunnel construction is improved.
The following describes a smoothness detection method for a long tunnel rail transportation track according to a first embodiment of the present invention.
According to the embodiment of the invention, as shown in fig. 1 to 5, the method for detecting the smoothness of the long and large tunnel rail transportation track mainly comprises the following steps.
S100, acquiring a real-time horizontal acceleration value of the train 1 running on the track 2 during tunnel construction.
And S200, determining a safety limit value of the horizontal acceleration allowed by the track according to the adopted driving speed target value.
S300, comparing the real-time horizontal acceleration value with a horizontal acceleration safety limit value, and judging the smoothness of the track based on the comparison result.
According to the method for detecting the smoothness of the rail transportation track of the long and large tunnel, provided by the embodiment of the invention, the safety of rail transportation of the train is evaluated by taking the horizontal acceleration as an index, and the rapid detection of the smoothness of the track during tunnel construction can be realized on the basis of the comparison result of the real-time horizontal acceleration value and the safety limit value of the horizontal acceleration, so that the tunnel construction progress is not influenced, and the method has the characteristics of simplicity, high efficiency, low cost and the like.
According to the embodiment of the present invention, the step S300 of comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and determining the smoothness of the track based on the comparison result includes:
when the real-time horizontal acceleration value is smaller than or equal to the horizontal acceleration safety limit value, judging that the track 2 is smooth;
and when the real-time horizontal acceleration value is larger than the horizontal acceleration safety limit value, judging that the track 2 is not smooth.
According to an embodiment of the present invention, the detection method further includes: the real-time position of train operation is obtained, be convenient for to train 1 real-time tracking, make its real-time position information correspond with real-time horizontal acceleration value, when moving to certain section of track 2, when detecting out the irregularity, can fix a position fast, the follow-up maintenance of being convenient for.
According to an embodiment of the present invention, the detection method further includes: when the track 2 is not smooth, an alarm signal is sent to prompt and stop, so that the safety of the train 1 is ensured. When the maintenance personnel receive the alarm signal, the maintenance personnel can quickly position and maintain through the position information, and the maintenance efficiency is improved.
The following describes the ride comfort detection system provided by the present invention, and the ride comfort detection system described below and the ride comfort detection method described above may be referred to in a corresponding manner.
As shown in fig. 2, the smoothness detection system for the long and large tunnel rail transportation track provided by the present invention mainly comprises: the device comprises a first acquisition module 3, a determination module 4 and a judgment module 5. The first acquisition module 3 is used for acquiring a real-time horizontal acceleration value of the train 1 running on the track 2 during tunnel construction; the determining module 4 is used for determining a horizontal acceleration safety limit value allowed by the track according to the adopted driving speed target value; and the judging module 5 is used for comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and judging the smoothness of the track based on the comparison result.
According to the embodiment of the invention, as shown in fig. 3 and 4, the first obtaining module 3 comprises a horizontal acceleration measuring instrument 6, and the horizontal acceleration measuring instrument 6 is installed on the train 1 and can measure the horizontal acceleration value of the train 1 at any time.
According to an embodiment of the present invention, the horizontal acceleration meter 6 is an acceleration gyro sensor, although other types of horizontal acceleration sensors may be used.
According to an embodiment of the present invention, the detection system of the present invention further comprises: and the second acquisition module is used for acquiring the real-time running position of the train 1.
According to the embodiment of the invention, as shown in fig. 3 and 4, the second acquiring module comprises a positioning device 7, and the positioning device 7 is installed on the train 1 and can determine the position of the train 1 at any time.
According to the embodiment of the invention, the detection system also comprises an alarm module which is used for sending an alarm signal when the track 2 is not smooth and prompting maintenance personnel to maintain the section of the non-smooth track in time.
The smoothness detection system for the rail transportation track of the long and large tunnel, provided by the embodiment of the invention, can realize the rapid detection of the smoothness of the track during tunnel construction, does not influence the tunnel construction progress, and has the characteristics of simplicity, high efficiency, low cost and the like.
The following describes the detection process of the present invention with reference to a specific embodiment, which mainly includes:
(1) a horizontal acceleration measuring instrument 6, such as an acceleration gyro sensor, is mounted on the train 1, and a horizontal acceleration value of the train 1 can be measured at any time.
(2) A precision positioning device 7 is arranged on the train 1, so that the position of the train 1 can be determined at any time.
(3) And determining a safety limit value of the horizontal acceleration allowed by the track according to the adopted driving speed target value.
(4) And comparing the real-time horizontal acceleration value obtained by detection with a horizontal acceleration safety limit value allowed by the track, if the detection value is less than or equal to the safety limit value, indicating that the track 2 is smooth, and if the detection value is greater than the safety limit value, indicating that the track 2 is not smooth, triggering an alarm module at the moment, stopping the operation of the road section, and waiting for maintenance.
Fig. 5 shows the horizontal acceleration detection result of the track, where three uneven portions appear, as shown by the shaded portions.
According to another embodiment of the invention, the installation of the tunnel inverted arch precast block is described below, and the tunnel inverted arch precast block is installed to serve as a track foundation for logistics transportation during TBM tunneling, and the safety and stability of the tunnel inverted arch precast block are key points for ensuring the safety, the rapidness and the smoothness of the logistics transportation.
According to the embodiment of the invention, the tunnel inverted arch precast block installation method mainly comprises three parts of tunnel bottom cleaning, inverted arch precast block installation, gap treatment between the inverted arch precast block and a rock surface and the like.
In one embodiment of the invention, the tunnel bottom cleaning mainly comprises: before the inverted arch prefabricated section is installed, tunnel bottom rock sediment and filth should be clear away at first, then pump drainage tunnel bottom ponding, should pay attention to during the clearance: (1) cleaning by using a shovel, and then washing by using high-pressure water; (2) the longitudinal length of each cleaning is not less than the splicing length of three inverted arch precast blocks; (3) the virtual slag on the rock surfaces on two sides of the installation position of the inverted arch precast block is completely removed, and particularly the position of the water tank of the dust removal fan on the right side is used for preventing the circulating water of the dust removal fan from flushing the rock slag to the bottom of the cleanly cleaned inverted arch precast block to influence the grouting quality.
In one embodiment of the invention, the inverted arch precast block installation mainly comprises the following steps: (1) hoisting the inverted arch precast block to the front of the laid inverted arch precast block along a slideway by adopting an inverted arch crane; (2) placing the target at the front end of a ditch in the center of the inverted arch precast block, and opening an inverted arch laser; (3) operating the inverted arch crane to enable the inverted arch precast block to descend to the position where the laser beam irradiates the cross wire of the cross wire, and then moving left and right to enable the laser beam to be located at the center of the cross wire to show that the inverted arch precast block is located at the designed center position of the tunnel; (4) placing a horizontal ruler in the direction that the top surface of the inverted arch precast block is vertical to the axis of the tunnel, and slowly adjusting the lifting of a crane chain until bubbles of the horizontal ruler are centered, wherein the horizontal ruler shows that the top of the inverted arch precast block is in the designed horizontal position of the tunnel; (5) placing a concrete wedge-shaped block at the bottom of the front and back positions of two sides of the inverted arch precast block respectively, and striking and tightly squeezing the inverted block precast block by using an iron hammer; (6) after the installation is finished, the central ditch water stop belt is adhered, sundries in the central ditch are cleaned, the reserved drain hole is blocked by a waterproof material, and the drain hole is prevented from being blocked by a resilient material when concrete is sprayed.
In one embodiment of the invention, the processing of the gap between the inverted arch precast block and the rock surface mainly comprises the following steps: and (3) filling and compacting the gap between the inverted arch precast block and the rock surface by using a grouting system matched with the TBM and adopting cement mortar or fine aggregate concrete.
In the installation process, the installation error needs to be controlled, and the following aspects are mainly included.
In the installation process of the inverted arch precast block, the central line and the elevation of installation are controlled by an inverted arch laser instrument arranged in the central ditch, the horizontal error is controlled to be +/-5 mm, and the vertical elevation error is controlled to be +/-3 mm.
In the construction process, the TBM host computer position is linked with the inverted arch laser instrument, and the laser direction of the laser instrument is determined, checked and adjusted by using a guide system on the TBM, so that the installation deviation of the inverted arch precast block is effectively controlled.
When checking and checking the inverted arch laser deviation, if finding that the laser spot enters the field and scatters, sometimes even no laser beam irradiates the target, it may be caused by the following reasons: firstly, washing matched falling slag by water in a TBM tunneling process, wherein the water forms mist in a central ditch; secondly, the water level is raised due to slag accumulation in the ditch, and laser beams cannot pass through the ditch; thirdly, the ventilation effect in the tunnel is poor, the air humidity is high, and laser beams are scattered; fourthly, the dust removal fan and the cutter head water spraying system have faults, the number of suspended particles in the tunnel is large, and the laser penetration capacity is weakened. Therefore, in order to ensure the smooth and accurate installation of the inverted arch precast block, the TBM should be strictly washed by water and then matched with the inverted arch precast block in the tunneling process, the maintenance work of a dust removal and ventilation system is enhanced, and a good working environment is created.
The laying direction of the inverted arch precast block can be ensured in the curve section by a support distance method.
In accordance with another aspect of the present invention, the following describes the effect of track smoothness within a tunnel. The smoothness and the stability of the track in the tunnel are the key for guaranteeing the logistics transportation speed during construction, and the factors influencing the smoothness of the track mainly comprise four aspects of direction irregularity, height irregularity, track gauge irregularity, horizontal irregularity and the like. The geometric shapes such as the curve radius of a running vehicle, the outer rail superelevation and the like are changed after the track irregularity factors are single or combined, and the wheel rail transverse force, the wheel transverse acceleration, the derailment coefficient and the wheel weight load shedding rate are influenced.
As shown in fig. 6-13, the following embodiments will build a three-dimensional train model by UM Simulation software under the condition of a straight line segment according to three working conditions of 10km/h, 15km/h and 20km/h, add the rail irregularity to the rail, perform dynamic Simulation in a UM Simulation module, and analyze the dynamic performance of the wheels.
First, referring to fig. 6-9, the effects of single factors on orbital dynamics are described, mainly including: wheel-rail lateral force, wheel lateral acceleration, wheel weight load shedding rate and derailment coefficient.
In an embodiment of the present invention, the results of the wheel-track lateral force simulation at different driving speeds under the influence of a single factor are shown in fig. 6. From the simulation results, it can be seen that: (1) the influence of different rail irregularity states on wheel rail transverse force under different driving speeds is different, the influence of irregularity is larger, and the influence of irregularity in direction and irregularity in level is not large; (2) when the traveling speed is 10km/h, the influence of the transverse force of the wheel track is small under the unsmooth state of different tracks, the floating range is basically the same, and the floating range is larger when the traveling speed is 15km/h and 20 km/h; (3) from the perspective of sensitivity, the track sensitivity is strongest when the track is uneven, and the track gauge is uneven, so that the safety of the vehicle descending in two states of uneven track and uneven track gauge is focused on the site.
In one embodiment of the present invention, the results of the wheel lateral acceleration simulation at different driving speeds under the influence of a single factor are shown in fig. 7. From the simulation results, it can be seen that: (1) when the traveling speed is increased from 10km/h to 15km/h and 20km/h, the transverse acceleration of the wheels is increased under the influence of horizontal irregularity and direction irregularity, is reduced under the influence of height irregularity, and is basically maintained unchanged under the influence of track gauge irregularity; (2) from the sensitivity perspective, the track sensitivity is strongest when the horizontal unevenness is not smooth, and the direction is not smooth, so that the safety of the vehicle descending in two states of horizontal unevenness and direction unevenness is mainly concerned on site.
In an embodiment of the present invention, the results of the wheel load shedding rate simulation at different driving speeds under the influence of a single factor are shown in fig. 8. From the simulation results, it can be seen that: (1) the influence of different track irregularity states on the wheel load shedding rate of wheels at different driving speeds is different; (2) under the horizontal irregularity state, when the driving speed is 10km/h and 15km/h, the wheels exceed the second limit, and when the speed is increased to 20km/h, the wheels exceed the first limit; (3) the wheel load shedding rate under the other three irregularity states is less than 0.6, wherein the influence of the high irregularity on the wheel load shedding rate is minimum.
In an embodiment of the present invention, the simulation result of the derailment coefficients at different driving speeds under the influence of a single factor is shown in fig. 9. From the simulation results, it can be seen that: (1) different track irregularity states have different influences on derailment coefficients at different driving speeds; (2) from the sensitivity point of view, the sensitivity is strongest under the horizontal irregularity state, the rail distance is irregularity, and the influence of the height irregularity is minimum, so that the safety of the vehicle descending under the two states of the horizontal irregularity state and the rail distance irregularity state is mainly concerned on the site.
Next, referring to fig. 10 to 13, the effect of the composite factors on the orbital dynamics will be described.
In an embodiment of the present invention, the simulation result of the lateral force of the wheel rail at different driving speeds under the influence of the composite factors is shown in fig. 10. From the simulation results, it can be seen that: (1) the influence on the transverse force of the wheel rail is large under the condition of uneven high and low track gauges, the transverse force is reduced along with the increase of the running speed, and the reduction is about 2000N; (2) the influence on the transverse force of the wheel rail is small under other composite states.
In one embodiment of the present invention, the results of the lateral acceleration simulation of the wheels at different driving speeds under the influence of the composite factors are shown in fig. 11. From the simulation results, it can be seen that: (1) the transverse acceleration of the wheel is obviously influenced in a composite state of horizontal irregularity in direction, high and low level irregularity and horizontal track gauge irregularity, and the transverse acceleration of the wheel is greatly increased in three working conditions; (2) the influence on the transverse acceleration of the wheel is small under the condition of the uneven composite state of the high and low track gauges, so that the composite of the uneven horizontal direction, the uneven high and low level and the uneven horizontal track gauge on the spot is avoided as much as possible.
In an embodiment of the present invention, the results of the wheel load shedding rate simulation at different driving speeds under the influence of the composite factors are shown in fig. 12. From the simulation results, it can be seen that: (1) when the running speed is increased from 10km/h to 15km/h, the wheel load reduction rate is increased; (2) when the speed is increased to 15km/h and 20km/h, the combination of unevenness and track gauge unevenness, the combination of direction unevenness and track gauge unevenness are realized, the wheel load reduction rate is in a safe range, the wheel load reduction rate exceeds a first limit and a second limit in other unevenness composite states, the derailment risk is caused, and therefore the occurrence of other three working conditions is avoided on site, and the driving safety is ensured.
In an embodiment of the present invention, the simulation results of the derailment coefficients at different driving speeds under the influence of the composite factors are shown in fig. 13. From the simulation results, it can be seen that: (1) the influence of the train speed increase on the derailment coefficient is small, the fluctuation range is not obviously changed, and the derailment coefficient in various complex states is less than 0.65; (2) when the height irregularity and the track gauge irregularity are compounded with the increase of the running speed, the derailment coefficient of the train is reduced; (3) when the height irregularity and the horizontal irregularity are compounded, the train derailing coefficient is minimum and stable.
Combining the above example analysis, the following conclusions can be drawn:
(1) single factor effects on orbital dynamics: the horizontal irregularity has great influence on the transverse force of the wheel rail, the transverse acceleration of the wheel, the load shedding rate of the wheel weight and the derailment coefficient; the uneven height has great influence on the wheel load shedding rate and has small influence on other dynamic indexes; the track gauge irregularity has less influence on the rate of change of all the dynamic indexes.
(2) Composite factors influence the dynamics of the orbit: the lateral acceleration and the wheel weight load shedding rate of the accelerated wheels are increased; the combination of the direction irregularity and the track gauge irregularity is most beneficial to the combination of the train track irregularity; the combination of the direction irregularity and the horizontal irregularity has extremely adverse effects on the running safety of the train and has relatively adverse effects on the running stability of the train, so that the line direction irregularity and the horizontal irregularity are the track irregularity combination of the line needing important control.
In accordance with another aspect of the present invention, a safety limit for track smoothness within a tunnel is described. According to relevant regulations, the III-grade temporary repair standard amplitude values of track gauge, direction, level, height and other single-form track irregularity of a line with the maximum running speed of less than 120km/h are respectively 10mm, 16mm, 18mm and 20 mm.
The running safety evaluation index data of the CFL-200DCL tunnel internal combustion train under different track composite irregularity working conditions are compared, and the sensitivity of the derailment coefficient and the wheel load shedding rate to four forms of track irregularity is researched. The sensitivity of the derailment coefficient to four single irregularities is horizontal irregularity, direction irregularity, height irregularity and track gauge irregularity from large to small. The wheel load shedding ratio is relatively sensitive to vertical irregularity (horizontal irregularity and uneven irregularity) and relatively less sensitive to lateral irregularity (direction irregularity and track pitch irregularity). The sensitivity of the wheel load reduction rate to horizontal irregularity and height irregularity is close, the sensitivity to direction irregularity is relatively low, and the sensitivity to track gauge irregularity is lowest.
The derailment coefficient and the wheel load shedding rate of the direction-horizontal composite irregularity under partial unfavorable working conditions exceed a first limit. Because the derailment coefficient and the wheel load shedding rate are more sensitive to horizontal irregularity, the simulation working condition is designed by taking the adjustment of the horizontal irregularity amplitude as a starting point.
In order to study the dynamic response of the CFL-200DCL tunnel internal combustion train under the condition of the maximum amplitude of the directional irregularity, the amplitude of the directional irregularity is set to be 16mm, the horizontal irregularity amplitude is decreased from the safety limit value of 18mm specified by the current standard and is respectively set to be 18mm, 16mm, 14mm, 12mm, 10mm, 8mm and 6mm, which is shown as follows.
Direction-horizontal composite irregularity amplitude working condition table
The irregularity limit under train conditions is described below in conjunction with fig. 14-17. The method comprises the steps of establishing a three-dimensional train model in UM Simulation software, adding irregularity under direction-horizontal combination into a track, setting the traveling speed to be 15km/h, performing dynamic Simulation in an UM Simulation module, and analyzing the dynamic performance of wheels, wherein the traveling speed is 15 km/h.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 14. From the simulation results, it can be seen that: (1) the wheel weight load shedding rate is generally reduced along with the reduction of the horizontal irregularity amplitude, but an inflection point appears when the horizontal irregularity amplitude is 12mm, and the wheel weight load shedding rate is 0.95 at the moment; (2) the wheel weight load shedding rate has a minimum value of 0.72 when the horizontal irregularity amplitude is 6 mm.
In one embodiment of the present invention, the results of the derailment factor simulation at different levels of irregularity amplitude are shown in FIG. 15. From the simulation results, it can be seen that: (1) the derailment coefficient appears to decrease with decreasing horizontal irregularity amplitude; (2) the maximum value of the derailment coefficient is 1.20 when the horizontal irregularity amplitude is 18 mm; (3) the minimum value of the derailment coefficient is 0.58 when the horizontal irregularity amplitude is 6 mm; (4) the horizontal irregularity amplitude has a large tendency of the derailment coefficient to decrease in the range of 14-12 mm, and the horizontal irregularity amplitude has a slow tendency of the derailment coefficient to decrease in the range of 12-6 mm.
The running safety of the train is evaluated on the basis of wheel weight and transverse force data measured by the existing train running test, and the specified wheel weight load reduction rate is less than 0.9 and the derailment coefficient is less than 1.0. According to the limit value, the safety range of the horizontal irregularity amplitude value is 0-14 mm when the driving speed is 15 km/h.
Unlike the above-described embodiments, the following embodiments were set to a running speed of 20km/h, and the dynamic performance of the wheel was analyzed by performing a dynamic Simulation in the UM Simulation module.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 16. From the simulation results, it can be seen that: (1) the wheel weight load shedding rate and the horizontal irregularity amplitude are in positive correlation, and when the horizontal irregularity amplitude is reduced, the wheel weight load shedding rate is also reduced and basically stabilized to be about 0.9-1.1.
In one embodiment of the present invention, the results of the derailment factor simulation at different levels of irregularity amplitude are shown in FIG. 17. From the simulation results, it can be seen that: (1) the derailment coefficient is stable in a range of 18-14 mm of horizontal irregularity amplitude and is stabilized at 1.18; (2) the derailment coefficient is greatly reduced within a range of 14-12 mm of horizontal irregularity amplitude, and is reduced from 1.14 to 0.78 mm; (3) the derailment coefficient shows a descending trend in an interval of 12-6 mm of horizontal irregularity amplitude; (4) the derailment coefficient has a maximum value of 1.20 at a horizontal irregularity amplitude of 18mm and a minimum value of 0.64 at 6 mm.
According to the limit value, the horizontal irregularity amplitude is mainly limited by the wheel load reduction rate when the driving speed is 20km/h, and the wheel load reduction rate can meet the requirement of less than 0.9 only under the working condition that the horizontal irregularity amplitude is 6 mm.
By combining the numerical analysis of the wheel load shedding rate and the derailment coefficient under different amplitude combination working conditions of the above embodiment, the temporary repair standard of the irregularity in the direction is preferably not changed by 16mm when the traveling speed is 15km/h and 20 km/h. When the speed is 15km/h, the temporary repair standard value of the horizontal irregularity of the line is adjusted from 18mm to 14mm, and then the speed is increased again, because the wheel load reduction rate is higher, the increase range of the speed is reduced.
The irregularity limit under the tank car (empty car) condition is described below with reference to fig. 18 to 23.
A three-dimensional tank car (empty car) model is established in UM Simulation software, the unevenness under direction-horizontal combination is added into a track, the traveling speed is set to be 15km/h, dynamic Simulation is carried out in an UM Simulation module, and the dynamic performance of wheels is analyzed.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 18. From the simulation results, it can be seen that: (1) the wheel weight load shedding rate is increased along with the reduction of the horizontal irregularity amplitude in the range of 18-16 mm, the maximum value is 0.78 when the wheel weight load shedding rate is 16mm, and the minimum value is 0.70 when the wheel weight load shedding rate is 18 mm; (2) the wheel load shedding rate is reduced along with the reduction of the horizontal irregularity amplitude within the range of 16-12 mm; (3) the wheel load shedding rate is increased along with the reduction of the horizontal irregularity amplitude within the range of 12-10 mm, but does not exceed the limit value; (4) the wheel load reduction rate is reduced along with the reduction of the horizontal irregularity amplitude within the range of 10-6 mm.
In one embodiment of the present invention, the results of the derailment factor simulation for different levels of irregularity amplitude are shown in FIG. 19. From the simulation results, it can be seen that: (1) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 18-16 mm, and the maximum value is 0.72 when the horizontal irregularity amplitude is 16 mm; (2) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 16-12 mm; (3) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 12-8 mm; (4) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 8-6 mm, and the minimum value is 0.62 when the horizontal irregularity amplitude is 6 mm; (5) the derailment coefficient does not exceed the safety limit value in the amplitude change process.
In one embodiment of the present invention, wheel track lateral force simulation results for different levels of irregularity amplitude are shown in FIG. 20. From the simulation results, it can be seen that: the wheel-track lateral force shows a tendency to increase and decrease repeatedly with decreasing horizontal irregularity amplitude, with a minimum value of 5821.87N at 10mm and a maximum value of 6843.59N at 8 mm.
Unlike the above-described embodiments, the following embodiments set the traveling speed to 20km/h, and the dynamic performance of the wheel was analyzed by performing a dynamic Simulation in the UM Simulation module.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 21. From the simulation results, it can be seen that: the wheel weight load shedding ratio generally decreases with decreasing horizontal irregularity amplitude, but an inflection point of 0.83 occurs at a horizontal irregularity amplitude of 10mm, and drops to 0.63 until a horizontal irregularity amplitude of 6mm, and the safety limit is not exceeded.
In one embodiment of the present invention, the results of the derailment factor simulation at different levels of irregularity amplitude are shown in FIG. 22. From the simulation results, it can be seen that: (1) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 18-16 mm, and the maximum value is 0.82 when the horizontal irregularity amplitude is 16 mm; (2) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 16-12 mm; (3) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 12-10 mm; (4) the derailment coefficient decreases with decreasing horizontal irregularity amplitude in the range of 10-6 mm, and a minimum value of 0.54 occurs at 6 mm.
In one embodiment of the present invention, wheel track lateral force simulation results for different levels of irregularity amplitude are shown in FIG. 23. From the simulation results, it can be seen that: (1) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 18-16 mm; (2) the transverse force of the wheel track is reduced along with the reduction of the horizontal irregularity amplitude within the range of 16-14 mm, and the minimum value is 7008.71N when the transverse force is 14 mm; (3) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude in the range of 14-8 mm, and the maximum value 9007.11N appears at 8 mm; (4) the transverse force of the wheel track is reduced along with the reduction of the horizontal irregularity amplitude within the range of 8-6 mm.
By combining the numerical analysis of the wheel load shedding rate and the derailment coefficient under different amplitude combination working conditions in the embodiment, the temporary repair standard of the direction irregularity is preferably not changed when the running speed of the tank car (empty car) is 15km/h and 20km/h, and the temporary repair standard of the line level irregularity is maintained to be not changed when the running speed is increased to 15km/h and 20km/h, wherein the temporary repair standard is 18 mm.
The irregularity limit under the tank car (heavy car) condition is described below with reference to fig. 24 to 29.
A three-dimensional tank car (heavy vehicle) model is established in UM Simulation software, the unevenness under direction-horizontal combination is added into a track, the traveling speed is set to be 15km/h, dynamic Simulation is carried out in a UM Simulation module, and the dynamic performance of wheels is analyzed.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 24. From the simulation results, it can be seen that: (1) the wheel weight load shedding rate is increased along with the reduction of the horizontal irregularity amplitude in the range of 18-14 mm, the maximum value is 1.01 when the wheel weight load shedding rate is 14mm, and the minimum value is 0.97 when the wheel weight load shedding rate is 18 mm; (2) the wheel load shedding rate is reduced along with the reduction of the horizontal irregularity amplitude within a range of 14-10 mm; (3) the wheel weight load shedding rate is increased along with the reduction of the horizontal irregularity amplitude in a range of 10-6 mm.
In one embodiment of the present invention, the results of the derailment factor simulation for different levels of irregularity amplitude are shown in FIG. 25. From the simulation results, it can be seen that: (1) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 18-16 mm, and the minimum value is 1.08 when the horizontal irregularity amplitude is 16 mm; (2) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 16-10 mm, and the maximum value is 1.28 when the horizontal irregularity amplitude is 10 mm; (3) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 10-8 mm; (4) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in the range of 8-6 mm.
In one embodiment of the present invention, the results of the wheel track lateral force simulation at different levels of irregularity amplitude are shown in FIG. 26. From the simulation results, it can be seen that: (1) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 18-16 mm; (2) the transverse force of the wheel track is reduced along with the reduction of the horizontal irregularity amplitude within the range of 16-14 mm, and the minimum value is 23069.38N when the transverse force is 14 mm; (3) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 14-10 mm, and the maximum value is 24934.39N when the transverse force is 10 mm; (4) the transverse force of the wheel track is reduced along with the reduction of the horizontal irregularity amplitude within the range of 10-8 mm; (5) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 8-6 mm.
Different from the above embodiment, the following embodiment sets the traveling speed to 20km/h, establishes a three-dimensional tank car (heavy car) model in UM Simulation software, adds irregularity under direction-level combination into a rail, sets the traveling speed to 20km/h, performs dynamic Simulation in a UM Simulation module, and analyzes the dynamic performance of the wheel.
In one embodiment of the present invention, wheel load shedding ratio simulation results at different levels of irregularity amplitude are shown in FIG. 27. From the simulation results, it can be seen that: (1) the wheel weight relief ratio generally decreases with decreasing horizontal irregularity amplitude, but an inflection point occurs at 14mm, a maximum of 1.02 at 18mm, and a minimum of 0.78 up to 6 mm.
In one embodiment of the present invention, the results of the derailment factor simulation at different levels of irregularity amplitude are shown in FIG. 28. From the simulation results, it can be seen that: (1) the derailment coefficient is reduced along with the reduction of the horizontal irregularity amplitude in the range of 18-14 mm; (2) the derailment coefficient is increased along with the reduction of the horizontal irregularity amplitude in a range of 14-10 mm, and the maximum value is 1.11 when the horizontal irregularity amplitude is 10 mm; (3) the derailment coefficient decreases with decreasing horizontal irregularity amplitude in the range of 10-6 mm, and a minimum value of 0.71 occurs at 6 mm.
In one embodiment of the present invention, wheel track lateral force simulation results for different levels of irregularity amplitude are shown in FIG. 29. From the simulation results, it can be seen that: (1) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 18-16 mm, and the maximum value is 25742.82N when the transverse force is 16 mm; (ii) a (2) The transverse force of the wheel track is reduced along with the reduction of the horizontal irregularity amplitude within the range of 16-14 mm; (3) the transverse force of the wheel track is increased along with the reduction of the horizontal irregularity amplitude within the range of 14-12 mm; (4) the wheel track lateral force decreases with decreasing horizontal irregularity amplitude between 12-6 mm, and a minimum value of 19241.70N occurs at 6 mm.
By combining the numerical analysis of the wheel load shedding rate and the derailment coefficient under different amplitude combination working conditions of the embodiment, the temporary repair standard of the direction irregularity is preferably not changed when the running speed of the tank car (heavy vehicle) is 15km/h and 20km/h, the temporary repair standard value of the line level irregularity is strictly controlled when the running speed is increased to 15km/h and 20km/h, the research and analysis are refined according to the actual requirements on the site, and the increase range of the running speed is reduced.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A method for detecting the smoothness of a long and large tunnel rail transport track is characterized by comprising the following steps:
during tunnel construction, acquiring a real-time horizontal acceleration value of a train running on a track;
determining a horizontal acceleration safety limit value allowed by a track according to the adopted driving speed target value;
and comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value, and judging the smoothness of the track based on the comparison result.
2. The method for detecting the smoothness of a long tunnel rail transport track according to claim 1, wherein the step of comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and determining the smoothness of the track based on the comparison result comprises:
when the real-time horizontal acceleration value is smaller than or equal to the horizontal acceleration safety limit value, judging that the track is smooth;
and when the real-time horizontal acceleration value is larger than the horizontal acceleration safety limit value, judging that the track is not smooth.
3. The method for detecting the smoothness of the long tunnel rail transport track according to claim 1, further comprising:
and acquiring the real-time position of train operation.
4. The method for detecting the smoothness of the long tunnel rail transport track according to any one of claims 1 to 3, further comprising:
and when the track is not smooth, sending an alarm signal and stopping the vehicle.
5. The utility model provides a tunnel has rail transportation track's ride comfort detecting system that grows up which characterized in that includes:
the first acquisition module is used for acquiring a real-time horizontal acceleration value of a train running on a track during tunnel construction;
the determining module is used for determining a horizontal acceleration safety limit value allowed by the track according to the adopted driving speed target value;
and the judging module is used for comparing the real-time horizontal acceleration value with the horizontal acceleration safety limit value and judging the smoothness of the track based on a comparison result.
6. The ride comfort detection system for a long tunnel railed transit track according to claim 5, wherein the first acquisition module includes: and a horizontal acceleration measuring instrument.
7. The ride comfort detection system for a long tunnel railed transportation track according to claim 6, characterized in that the horizontal acceleration measuring instrument is an acceleration gyro sensor.
8. The ride comfort detection system for a long tunnel rail transport track according to claim 5, further comprising:
and the second acquisition module is used for acquiring the real-time position of train operation.
9. The ride comfort detection system for a long tunnel rail transport track according to claim 8, wherein the second acquisition module comprises: and a positioning device.
10. The ride comfort detection system for a large tunnel railed transport track according to any of claims 5 to 9, further comprising:
and the alarm module is used for sending an alarm signal when the track is not smooth.
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