CN104063543A - Wheel-rail combination roughness identification method for rail traffic - Google Patents
Wheel-rail combination roughness identification method for rail traffic Download PDFInfo
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- CN104063543A CN104063543A CN201410284439.1A CN201410284439A CN104063543A CN 104063543 A CN104063543 A CN 104063543A CN 201410284439 A CN201410284439 A CN 201410284439A CN 104063543 A CN104063543 A CN 104063543A
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Abstract
The invention relates to a wheel-rail combination roughness identification method for rail traffic. The wheel-rail combination roughness identification method specifically comprises the following steps: sticking an accelerator sensor to the bottom of a steel rail, recording the vertical vibration acceleration of the steel rail when a train goes through the steel rail, and identifying the rigidity and damping parameter of a fastener along with the attenuation rate of the traveled distance of the train according to the vibration of a measure point; determining vehicle parameters and the like, and calculating the steel rail admittance, wheel admittance and wheel rail contact admittance; by the calculated parameters of the fastener and the admittance of each part, calculating the wheel-rail force under unit roughness and the vibration acceleration of the steel rail caused by single wheel according to the coordination condition of wheel-rail displacement, and calculating the average vibration acceleration of the steel-rail space aroused by a single marshalling train according to an energy superposition principle; finally, dividing the actually measured steel rail vibration acceleration frequency spectrum by the steel rail vibration acceleration theory frequency spectrum according to the linear relation between the space-time average vibration acceleration and actual wheel-rail combination roughness of the steel-rail when the train goes through the steel rail, and obtaining an actual wheel-rail combination roughness spectrum.
Description
Technical field
The present invention relates to the recognition methods of a kind of combination of the track traffic wheel track based on power flow model and rail acceleration test roughness, be applicable to the recognition methods of wheel track combination roughness, belong to track traffic vibration field.
Background technology
Along with the continuous increase of urban rail transit in China operation mileage, people pay close attention to comfortableness and the security of train operation more and more.Wheel track combination roughness is the main exciting source that excites vehicle and rail vibration, to traffic safety, steadily, comfortableness, and life-span and the neighbourhood noise etc. of vehicle, track component have material impact.Wheel track combination roughness spectrum is the effective form of describing wheel track roughness completely, and most of developed country has all proposed roughness spectrum separately.More domestic scholars study for a long period of time to the distribution characteristics of wheel track combination roughness, carry out analysis of spectrum for the wheel track combination roughness of some main line railway, have drawn its distribution characteristics.
Wheel track combination roughness waveform is the complicated random wave being produced by the simple harmonic wave stack of different frequency, different amplitude, out of phase.The roughness of most of tracks can be used as stationary stochastic process and process.Wheel track combination roughness test mainly contains two kinds of methods: the one, and direct measurement, directly to roughness, displacement is measured; The 2nd, indirect measurement, measures acceleration, then is scaled displacement.Indirectly measurement is divided into again 2 kinds: a kind of at the uniform velocity vibration acceleration of mobile test instrument that obtains on rail level; Another kind is the rail vibration acceleration obtaining under mobile wheel effect, i.e. the inventive method.This method of testing precision is slightly low, but simple and convenient, can estimate fast wheel track combination roughness levels.
Summary of the invention
The object of the invention is to propose the recognition methods of a kind of combination of the track traffic wheel track based on power flow model and rail acceleration test roughness, to realize real-time fast wheel track combination roughness identification.
Track traffic wheel track combination roughness of the present invention recognition methods, comprises the steps:
(1) degree of will speed up installation of sensors is in rail foot, record train by time rail vertical acceleration-time curve, utilize FFT conversion that the vibration data on vertical acceleration-time curve is converted to acceleration frequency spectrum;
(2) extract train and leave the vertical acceleration time-histories of rail after measuring point, calculate the vibration damping rate of rail under different frequency, set up attenuation rate curve, according to this attenuation rate curve, fastener rigidity and damping parameter on estimation rail;
(3) according to steel rail parameter, the fastener rigidity and the damping parameter that in integrating step (2), calculate, set up rail-roadbed power flow model, if there is bridge structure, should set up rail-bridge power flow model, calculate the vibration velocity amplitude of rail under the Simple Harmonic Load effect of different frequency unit, i.e. rail admittance;
(4) according to wheel track displacement coordination condition, calculate the wheel rail force under different wave length unit's roughness, rail vibration velocity amplitude under different frequency unit's simple harmonic quantity power that integrating step (3) obtains again, obtain train and move with a certain speed the rail vibration acceleration spectrum that under time unit's roughness, single-wheel evokes, then calculate by principle of energy superposition the rail space average vibration acceleration spectrum that single-unit marshaling evokes;
(5) according to the linear relationship of rail vibration acceleration and wheel track combination roughness, vibration acceleration spectrum by the actual measurement rail vibration acceleration frequency spectrum obtaining in step (1) divided by rail under the unit roughness obtaining in step (4), obtains actual wheel track combination roughness spectrum.
In the present invention, described in described step (2), the vibration damping rate of rail is the function of rail vibration wave number, described vibration wave number is the function of fastener rigidity, fastener damping, rail density and rail bendind rigidity, under definite rail condition, can calculate and obtain fastener rigidity and fastener damping by the vibration damping rate curve of rail.Related function is as follows:
Wherein:
for attenuation rate, relevant with frequency, unit is dB/m;
for wave number
kimaginary part; K is unit length fastener rigidity, and C is corresponding ratio of damping, and m is rail line density, and EI is rail bendind rigidity.
In the present invention, in described step (2), first according to the rational fastener rigidity of fastener type selecting or damping parameter scope, then to approach rail vibration attenuation rate under different frequency range as objective optimization fastener rigidity and damping parameter.
In the present invention, in described step (3), in power fluxion value model, rail is intended with endless Euler beam form, fastener between rail and ground or rail and bridge adopts spring unit simulation, sets up rail-roadbed or rail-Modular Bridge System Force Method Equation taking spring force (comprising restoring force and damping force) as fundamental unknown variables.The sinusoidal load of the vertical unit of certain wheel position effect on rail, the displacement coordination equation at each spring place is:
Wherein:
for the sinusoidal load circular frequency of unit;
for unknown spring force column vector;
the spring-compressed displacement column vector causing for the sinusoidal load of unit;
for structure Dynamic flexibility matrix;
for spring Dynamic flexibility matrix.Separate this equation and get final product to obtain each spring force, and then obtain the displacement of each spring joint.Then,, according to the relation of displacement and speed, calculate the each node speed being connected with spring on rail, i.e. rail admittance
.
In the present invention, in described step (4), the wheel rail force computing formula under different wave length unit's roughness is:
Wherein: j is imaginary unit;
for circular frequency;
for unit wheel track combination roughness;
,
,
be respectively wheel velocity admittance, Wheel Rail Contact admittance and Wheel/Rail Contact Point rail velocity admittance.Then, consider single-unit Vehicle length
in scope, have
individual wheel acting in conjunction, the rail space average vibration acceleration root-mean-square value evoking by principle of energy superposition single-unit marshaling is:
Wherein:
be the rail node vibration acceleration within the scope of single-unit Vehicle length, can utilize wheel rail force
with rail admittance
try to achieve,
;
nfor rail node number in single-unit Vehicle length.
In the present invention, in described step (5), actual wheel track combination roughness spectrum computing formula is:
Wherein:
for the rail acceleration spectrum value of actual measurement in step (1);
for the rail acceleration spectrum value under the unit roughness excitation of calculating in step (4).
The present invention is the theory of oscillation under roughness exciting force from rail, by actual measurement and power flow theory model, and identification wheel track combination roughness.Compared with existing track traffic wheel track combination roughness technology, the one, accelerometer can be embedded in scene for a long time, for long term monitoring wheel track combination roughness offers convenience, and signal real-time collecting, abrasion situation that can Quick wheel; The 2nd,, traditional accuracy method is time-consuming and must be measuring without when operation, and method simple and fast of the present invention only needs to measure rail accekeration, data are reliable and stable.Can utilize this invention to do Long Period Health Monitoring to track traffic wheel track roughness, the matching roughness spectrum formula obtaining also can be used for rail transit noise calculating etc.
Brief description of the drawings
Fig. 1 is track traffic wheel track combination roughness recognition methods flow process.
Fig. 2 is track traffic wheel track combination roughness identification power flow model process flow diagram.
Fig. 3 is track traffic wheel track combination roughness identification power flow model schematic diagram.
Fig. 4 is a rail vibration attenuation law schematic diagram when train passes through in certain track traffic.
Fig. 5 be in certain track traffic 10 trains by time the roughness identified and the contrast schematic diagram of European roughness spectrum.
Fig. 6 is ISO 3095:2005 spectrum, 10 actual measurement roughness spectrums and according to the contrast schematic diagram of the roughness spectrum of actual measurement matching.
Embodiment
Below in conjunction with drawings and Examples, technical scheme of the present invention is further described.
Embodiment 1:
In the present embodiment, the combination of the track traffic wheel track based on power flow model roughness recognition methods process flow diagram as shown in Figure 1.
First, degree of will speed up sensor sticks on rail foot, record train by time rail vertical motion acceleration, and identify fastener rigidity and damping parameter according to measuring point vibration with the attenuation rate of train travel distance; Then, select vehicle parameter etc., calculate rail admittance, wheel admittance and Wheel Rail Contact admittance, according to wheel track displacement coordination condition, the rail vibration acceleration that wheel rail force under the unit's of calculating roughness spectrum excitation and single wheel evoke, and calculate by principle of energy superposition the rail space average vibration acceleration that single-unit marshalling vehicle evokes; Finally, pass through the space-time Mean Oscillation acceleration of period rail and the linear relationship of actual wheel track combination roughness according to train, rail vibration acceleration frequency spectrum will be surveyed divided by rail vibration acceleration theoretical spectrum under unit roughness, actual wheel track combination roughness spectrum can be obtained.
Taking certain rail line as example, provide the detailed process of the inventive method to the identification of track traffic wheel track combination roughness below.
(1) degree of will speed up installation of sensors, in rail foot, in the time that train passes through, records the vertical acceleration-time curve of rail.When certain time train passes through, the time-history curves of rail vibration acceleration, as shown in Fig. 5 (a), utilizes FFT conversion that this vibration data is converted to acceleration spectrum.
(2) extract train and leave the vertical acceleration time-histories of rail after measuring point, calculate the attenuation rate curve of rail vibration under different frequency, according to this attenuation rate curve, fastener rigidity and damping parameter on estimation rail.Certain coastiong as shown in Fig. 5 (b), according to this die-away curve, estimates fastener rigidity and damping parameter through out-of-date attenuation rate change curve.
(3) set up bridge three-dimensional finite element model, carry out model analysis.
Shown in Fig. 4 is bridge three-dimensional finite element model, and bridge adopts solid element simulation, adopts SOLID45, and deck paving adopts mass unit simulation, adopts MASS21.For the accuracy that ensures that Short wave irregularity spectrum is calculated, structural modal is calculated to 1000 rank.
(4) set up rail-bridge power flow model, by the modal analysis result input rail-bridge power flow model calculating in (3), calculate the vibration velocity under rail unit's Simple Harmonic Load, i.e. rail admittance.
Shown in Fig. 2 and Fig. 3 is power flow model process flow diagram and track-bridge schematic diagram, and rail is Euler's Infinite Beam, connects cushion blocking under the fastener, sleeper of rail and sleeper and all adopts the simulation of Hookean spring damping system.
(5) calculate wheel admittance and Wheel Rail Contact admittance, according to wheel track displacement coordination condition, calculate wheel rail force under the unit roughness of different wave length, in conjunction with the rail vibration speed under different frequency unit force, obtain train and move with a certain speed the rail vibration acceleration spectrum that under time unit's roughness, single-wheel evokes again.
Consider the wheel participation role simultaneously within the scope of single-unit Vehicle length, according to principle of energy superposition, calculate the rail space average vibration acceleration spectrum that single-unit marshalling vehicle evokes.
(6) according to the linear relationship of rail vibration acceleration and wheel track combination roughness, rail vibration acceleration spectrum under the unit roughness that the actual measurement rail vibration acceleration frequency spectrum obtaining with (1) obtains divided by (4), obtains actual wheel track combination roughness fitting formula.Shown in Fig. 6 is ISO 3095:2005 spectrum, 10 actual measurement roughness spectrums and according to the contrast schematic diagram of the roughness spectrum of actual measurement matching.
Claims (9)
1. a track traffic wheel track combination roughness recognition methods, is characterized in that concrete steps are as follows:
(1) degree of will speed up installation of sensors is in rail foot, record train by time rail vertical acceleration-time curve, utilize FFT conversion that the vibration data on vertical acceleration-time curve is converted to acceleration frequency spectrum;
(2) extract train and leave the vertical acceleration time-histories of rail after measuring point, calculate the vibration damping rate of rail under different frequency, set up attenuation rate curve, according to this attenuation rate curve, fastener rigidity and damping parameter on estimation rail;
(3) according to steel rail parameter, the fastener rigidity and the damping parameter that in integrating step (2), calculate, set up rail-roadbed power fluxion value model, if there is bridge structure, should set up rail-bridge power fluxion value model, calculate the vibration velocity amplitude of rail under the Simple Harmonic Load effect of different frequency unit, i.e. rail admittance;
(4) according to wheel track displacement coordination condition, calculate the wheel rail force under different wave length unit's roughness, rail vibration velocity amplitude under different frequency unit's simple harmonic quantity power that integrating step (3) obtains again, obtain train and move with a certain speed the rail vibration acceleration spectrum that under time unit's roughness, single-wheel evokes, then calculate by principle of energy superposition the rail space average vibration acceleration spectrum that single-unit marshaling evokes;
(5) according to the linear relationship of rail vibration acceleration and wheel track combination roughness, vibration acceleration spectrum by the actual measurement rail vibration acceleration frequency spectrum obtaining in step (1) divided by rail under the unit roughness obtaining in step (4), obtains actual wheel track combination roughness spectrum.
2. track traffic wheel track combination roughness as claimed in claim 1 recognition methods, it is characterized in that: described in described step (2), the vibration damping rate of rail is the function of rail vibration wave number, described vibration wave number is the function of fastener rigidity, fastener damping, rail density and rail bendind rigidity, under definite rail condition, can calculate and obtain fastener rigidity and fastener damping by the vibration damping rate curve of rail.
3. track traffic wheel track combination roughness as claimed in claim 2 recognition methods, is characterized in that: described in described step (2), the vibration damping rate computing formula of rail is:
Wherein:
for attenuation rate, relevant with frequency, unit is dB/m;
for wave number
kimaginary part, its formula about fastener rigidity and fastener damping is:
Wherein: K is unit length fastener rigidity, and C is corresponding ratio of damping, and m is rail line density, and EI is rail bendind rigidity.
4. track traffic wheel track combination roughness as claimed in claim 2 recognition methods, it is characterized in that: in described step (2), first according to the rational fastener rigidity of fastener type selecting and damping parameter scope, then to approach rail vibration attenuation rate under different frequency range as objective optimization fastener rigidity and damping parameter.
5. track traffic wheel track combination roughness as claimed in claim 1 recognition methods, it is characterized in that: in described step (3), in power fluxion value model, rail is intended with endless Euler beam form, fastener between rail and ground or rail and bridge adopts spring unit simulation, set up rail-roadbed or rail-Modular Bridge System Force Method Equation taking spring force (comprising restoring force and damping force) as fundamental unknown variables, calculate the vibration velocity amplitude of rail under the Simple Harmonic Load effect of different frequency unit.
6. track traffic wheel track combination roughness as claimed in claim 5 recognition methods, is characterized in that: in described step (3), and the sinusoidal load of the vertical unit of certain wheel position effect on rail, the displacement coordination equation at each spring place is:
Wherein:
for the sinusoidal load circular frequency of unit;
for unknown spring force column vector;
the spring-compressed displacement column vector causing for the sinusoidal load of unit;
for structure Dynamic flexibility matrix;
for spring Dynamic flexibility matrix; Separate this equation and obtain each spring force, and then can obtain the displacement of each spring joint; Then,, according to the relation of displacement and speed, calculate the each node being connected with spring on rail and obtain speed, i.e. rail admittance
.
7. track traffic wheel track combination roughness as claimed in claim 1 recognition methods, is characterized in that: described in described step (4), the wheel rail force computing formula under different wave length unit's roughness is:
Wherein: j is imaginary unit;
for circular frequency;
for unit wheel track combination roughness;
,
,
be respectively wheel velocity admittance, Wheel Rail Contact admittance and Wheel/Rail Contact Point rail velocity admittance.
8. track traffic wheel track combination roughness as claimed in claim 1 recognition methods, is characterized in that: described in described step (4), consider single-unit Vehicle length
in scope
the acting in conjunction of individual wheel, the rail space average vibration acceleration root-mean-square value evoking by principle of energy superposition single-unit marshaling is:
Wherein:
for the rail node vibration acceleration within the scope of single-unit Vehicle length, can utilize calculated wheel rail force
with rail admittance
try to achieve,
;
nfor the node number of rail within the scope of single-unit Vehicle length.
9. track traffic wheel track combination roughness as claimed in claim 1 recognition methods, is characterized in that: described in described step (5), actual wheel track combination roughness spectrum computing formula is:
Wherein:
for the rail acceleration spectrum value of actual measurement in step (1);
for the rail acceleration spectrum value under the unit roughness excitation of calculating in step (4).
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Cited By (9)
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| CN104731998A (en) * | 2014-12-16 | 2015-06-24 | 武汉理工大学 | Computing method of dynamic response under nonuniform excitation of overline overbridge |
| CN107192763A (en) * | 2017-04-17 | 2017-09-22 | 北京交通大学 | Utilize method of testing of the running train for the rail vibration attenuation rate of excitation |
| CN107844623A (en) * | 2017-09-04 | 2018-03-27 | 中车工业研究院有限公司 | Generation method, system, equipment and the storage medium of wheel track vehicle product |
| CN109163683A (en) * | 2018-08-27 | 2019-01-08 | 成都云天智轨科技有限公司 | Track wave grinds disease screening method and apparatus |
| CN111750819A (en) * | 2020-07-06 | 2020-10-09 | 重庆大学 | Bridge deck roughness detection system |
| CN112766043A (en) * | 2020-12-25 | 2021-05-07 | 北京安铁软件技术有限公司 | Train wheel polygon detection signal processing method and system |
| CN114572272A (en) * | 2022-02-11 | 2022-06-03 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Railway track structure system energy field testing method and system |
| CN115221597A (en) * | 2022-09-20 | 2022-10-21 | 西南交通大学 | Bridge-track structure vibration energy assessment method under excitation of high-speed travelling crane |
| CN116258040A (en) * | 2022-12-30 | 2023-06-13 | 武汉理工大学 | Track irregularity detection method |
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| CN104731998A (en) * | 2014-12-16 | 2015-06-24 | 武汉理工大学 | Computing method of dynamic response under nonuniform excitation of overline overbridge |
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| CN107192763A (en) * | 2017-04-17 | 2017-09-22 | 北京交通大学 | Utilize method of testing of the running train for the rail vibration attenuation rate of excitation |
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| CN109163683A (en) * | 2018-08-27 | 2019-01-08 | 成都云天智轨科技有限公司 | Track wave grinds disease screening method and apparatus |
| CN111750819A (en) * | 2020-07-06 | 2020-10-09 | 重庆大学 | Bridge deck roughness detection system |
| CN112766043A (en) * | 2020-12-25 | 2021-05-07 | 北京安铁软件技术有限公司 | Train wheel polygon detection signal processing method and system |
| CN112766043B (en) * | 2020-12-25 | 2023-10-17 | 北京安铁软件技术有限公司 | Train wheel polygon detection signal processing method and system |
| CN114572272A (en) * | 2022-02-11 | 2022-06-03 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Railway track structure system energy field testing method and system |
| CN115221597A (en) * | 2022-09-20 | 2022-10-21 | 西南交通大学 | Bridge-track structure vibration energy assessment method under excitation of high-speed travelling crane |
| CN115221597B (en) * | 2022-09-20 | 2022-12-13 | 西南交通大学 | Bridge-track structure vibration energy assessment method under high-speed driving excitation |
| CN116258040A (en) * | 2022-12-30 | 2023-06-13 | 武汉理工大学 | Track irregularity detection method |
| CN116258040B (en) * | 2022-12-30 | 2024-01-23 | 武汉理工大学 | Track irregularity detection method |
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