基于数字孪生仿真系统的钢轨状态分析
张健丰范景祥刘明荐姚雪琴宋培城
Rail State Analysis Based on Digital Twin Simulation System
ZHANG JianfengFAN JingxiangLIU MingjianYAO XueqinSONG Peicheng
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作者信息:中国铁路通信信号上海工程局集团有限公司， 200072， 上海
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Affiliation:China Railway Signal & Communication Shanghai Engineering Bureau Group Co., Ltd., 200072, Shanghai, China
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Key words:
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DOI:10.16037/j.1007-869x.2023.09.051
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中图分类号/CLCN:U213.4
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栏目/Col:应用技术
摘要:
目的：目前，我国的城市轨道交通基础设施建设正从“以建设为主”向“建管并用”发展，城市轨道交通基础设施的各专业均已进行了运维数字化平台建设或研究。传统的钢轨状态运维监测与分析技术存在诸多弊端，因此有必要对钢轨病害状态的自动监测与智能诊断进行研究。方法：介绍了基于BIM(建筑信息模型)的数字孪生仿真系统；开发数字孪生平台进行模型展示与相关模型的数据交互；以上海轨道交通7号线潘广路站—刘行站区间为例，对在役钢轨断裂病害状态进行试验监测与数字孪生仿真系统测试。结果及结论：数字孪生仿真系统的监测设备以均流线方式布置，将所需监测的钢轨分割成多个不同区间，其能够实现全天候实时监测，并能够通过内部专业网络将监测信息传输至数字孪生仿真平台；管理设备与监测终端形成一组装置，管理设备同时承担单个轨枕两侧2个区间的钢轨断裂监测任务，管理设备与中心服务器可以通过多种方式进行通信，并将监测数据上传至数字孪生仿真平台数据库；有限元计算软件计算所得的平均钢轨变形约为051 mm，由实时监测获得的平均钢轨变形约为048 mm，二者变形误差≤5%，在允许范围之内，验证了数字孪生仿真系统平台的准确性与可靠性。
Abstracts:
Objective: Currently, the construction of urban rail transit infrastructure in China is transitioning from the ′constructionoriented′ to the ′construction and management combined ′. The various disciplines of urban rail transit infrastructure have embarked on the construction or research of digital operationmaintenance platforms. Conventional rail state operationmaintenance monitoring and analysis techniques are flawed on multiple levels, thus it is necessary to study automatic monitoring and intelligent diagnosis of rail defect states. Method: A DTSS (digital twin simulation system) based on BIM (building information modeling) is introduced; a digital twin platform is developed for model visualization and data interaction with relevant models; taking Shanghai Rail Transit Line 7 Panguang Road Sta.Liuhang Sta. interval as example, experimental monitoring and digital twin simulation system testing for the status of inservice rail fracture defects are carried out. Result & Conclusion: The monitoring devices of DTSS are arranged in flow line manner, dividing the test rail into multiple intervals for wholeday and realtime monitoring, and transmitting the collected information to DTSS through an internal professional network; the management equipment responsible for monitoring rail fractures in two intervals on both sides of a single sleeper and the monitoring terminals form an assembly of devices. The management equipment and the central server can communicate in multiple ways, and the monitored data is uploaded to the database of DTSS. The average rail deformation calculated by finite element analysis software is approximately 0.51 mm, while the average rail deformation obtained from realtime monitoring is approximately 0.48 mm, with a deformation error of less than 5%, which falls within an acceptable range. This validates the accuracy and reliability of the DTSS platform.
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