CN108491594A - A method of based on trackside arrangement foil gauge gathered data reverse wheel and rail intermolecular forces - Google Patents
A method of based on trackside arrangement foil gauge gathered data reverse wheel and rail intermolecular forces Download PDFInfo
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Abstract
Description
技术领域technical field
本发明涉及轨道车辆检测领域，尤其涉及一种通过应变片采集数据反求车轮与钢轨间作用力的方法。The invention relates to the field of rail vehicle detection, in particular to a method for reversely calculating the force between a wheel and a rail by collecting data through strain gauges.
背景技术Background technique
车轮与钢轨间作用力的检测方法，现有技术通常采用以下三种方式：The detection method of the force between the wheel and the rail generally adopts the following three methods in the prior art:
一是测力轮对直接测试法。在直接测力领域，比较有代表性的成果是轨道车辆测力车轮的开发。具体做法是在车轮上嵌入专用的测力传感器，并事先载荷进行标定，然后将测力轮替换即将服役的轮对。事实上，直接测力除了仅当在传感器信号与载荷之间存在直接的换算关系的情况下可用外，另一个更大的局限性是安装上的困难，以高速动车组转向架为例，在役过程中将承受多种幅值不同、波形不同的动态载荷，它们分别通过空气弹簧、各个方向的减振器、轮对、齿轮箱、牵引销、电机吊架等接口将载荷同时作用上去，在这些结构接口上布置专用的测力传感器几乎是不被允许的。参考文献可见《轮轨力测量在高速铁路轨道检测中的应用研究》刊载于《铁道机车车辆》2012.32(4):19-24和《基于轮轴应变的轮轨力测量方法》刊载于《中国新技术新产品》。One is the direct test method of force measuring wheelset. In the field of direct force measurement, the more representative achievement is the development of force-measuring wheels for rail vehicles. The specific method is to embed a special force sensor on the wheel, and calibrate the load in advance, and then replace the force measuring wheel with the wheel set that will be in service. In fact, besides the fact that direct force measurement is available only when there is a direct conversion relationship between the sensor signal and the load, another greater limitation is the difficulty in installation. Taking the high-speed EMU bogie as an example, in During the service process, it will bear a variety of dynamic loads with different amplitudes and different waveforms. They will act on the load at the same time through air springs, shock absorbers in all directions, wheelsets, gearboxes, traction pins, motor hangers and other interfaces. Arrangement of dedicated load cells at these structural interfaces is hardly permissible. References can be found in "Application Research of Wheel-Rail Force Measurement in High-speed Railway Track Inspection" published in "Railway Rolling Stock" 2012.32(4):19-24 and "Measurement Method of Wheel-Rail Force Based on Wheel Axle Strain" published in "China New New Technology Products".
二是轴箱加速度反求法。该方法首先要做轴重标定试验，一般采用静态或动态标定试验，并通过相关计算获得簧下质量，利用加速传感器测试轮对轴箱的垂向和横向加速度，然后根据轮对质量折算轮轨之间的相互作用力。参考文献可见《基于城际车轴箱加速度的轮轨力分析》北京交通大学2016。The second is the reverse calculation method of the axle box acceleration. In this method, the axle load calibration test is first performed, usually using static or dynamic calibration tests, and the unsprung mass is obtained through related calculations, and the acceleration sensor is used to test the vertical and lateral acceleration of the wheel-to-axle box, and then the wheel-rail is converted according to the mass of the wheel-set interaction force between them. References can be found in "Analysis of Wheel-Rail Force Based on Intercity Axlebox Acceleration" Beijing Jiaotong University 2016.
三是国外基于实测应变的载荷反求技术。The third is the foreign load reverse technology based on the measured strain.
其中，测力轮对测试法，首先造价高，即需要制作专用测试轮对，其次由于改边了轮对的内部，不能安装到高速重载等车辆上，所测试的轮轨载荷只属于轨道检查车，而不能代表其它车辆；轴箱加速度测试法，由于轴箱通过轴承与车轴相连，其加速度数据与轮对实际振动有一点差距，因此虽然实施方便但误差较大；基于实测应变的载荷反求技术，该类技术主要是反求载荷作用点和方向都不改变，只是载荷大小发生变化，力的作用点在变化的载荷无法获得。Among them, the dynamometric wheel set test method is first of all expensive, that is, it needs to make a special test wheel set, and secondly, because the inside of the wheel set is changed, it cannot be installed on high-speed heavy-duty vehicles, and the wheel-rail load tested only belongs to the track. Check the car, but not represent other vehicles; the axle box acceleration test method, because the axle box is connected to the axle through the bearing, there is a little difference between the acceleration data and the actual vibration of the wheel set, so although the implementation is convenient, the error is large; the load based on the measured strain Inverse technology, this type of technology is mainly to inversely find that the point of action and direction of the load do not change, but the magnitude of the load changes, and the load whose action point of the force changes cannot be obtained.
发明内容Contents of the invention
本发明要解决的技术问题是通过在轨道结构上布置应变片测量应变，进而通过有限元的数值仿真确定最合理的应变片数量与位置，并最终结合关联矩阵，以及参考时间的应变矩阵，计算获得轨道车辆轮对与钢轨之间的作用力。The technical problem to be solved in the present invention is to measure strain by arranging strain gauges on the track structure, and then determine the most reasonable number and position of strain gauges through finite element numerical simulation, and finally combine the correlation matrix and the strain matrix of the reference time to calculate Obtain the forces acting between the rail vehicle wheel set and the rail.
本发明的技术方案是这样实现的：Technical scheme of the present invention is realized like this:
一种基于轨侧布置应变片采集数据反求车轮与钢轨间作用力的方法，所述方法包括以下步骤：A method for inversely calculating the force between a wheel and a rail based on data collected by strain gauges arranged on the rail side, the method comprising the following steps:
S1，基于单侧轨道结构有限元模型及标定时间的参考位置的垂向和横向单位力载荷向量，求解应变与作用力之间的关联矩阵；S1, based on the finite element model of the single-sided track structure and the vertical and transverse unit force load vectors at the reference position of the calibration time, solve the correlation matrix between strain and force;
S2，采用D-Optimal准则，获得轨道上需要布置应变片的最合理的位置、方向及数量；S2, using the D-Optimal criterion to obtain the most reasonable position, direction and quantity of strain gauges that need to be arranged on the track;
S3，根据S2中确定的最合理的位置、方向及数量，以及标定时间的参考位置，分别在两条轨道上对称布置应变片，并实测作用力所产生的应变；S3, according to the most reasonable position, direction and quantity determined in S2, and the reference position of the calibration time, symmetrically arrange the strain gauges on the two tracks respectively, and measure the strain generated by the force;
S4，根据标定时间的参考位置的实测应变确定参考位置获得最大应变的时间，并将其标定为车辆一个转向架通过该参考位置的时间；S4, determine the time when the reference position obtains the maximum strain according to the measured strain at the reference position at the calibration time, and calibrate it as the time when a bogie of the vehicle passes the reference position;
S5，结合关联矩阵，以及参考位置的应变矩阵，计算车辆一个转向架一个单侧的2个车轮与一条钢轨之间的作用力；S5, combining the correlation matrix and the strain matrix of the reference position, calculate the force between a bogie, two wheels on one side of the vehicle and a steel rail;
S6，重复S4与S5，获得该转向架另外一侧2个车轮与另外一条钢轨之间的作用力，从而获得车辆一个转向架上四个车轮分别作用到钢轨上的实际载荷；S6, repeating S4 and S5 to obtain the force between the two wheels on the other side of the bogie and the other rail, so as to obtain the actual loads of the four wheels on one bogie of the vehicle acting on the rail respectively;
S7，重复S4～S6，获得整列车其它车辆转向架车轮与钢轨之间的作用力。S7, repeating S4-S6 to obtain the force between the bogie wheels and the rails of other vehicles in the whole train.
较佳的，在S1中分别施加4个单位载荷，两个横向载荷和两个垂向载荷，获得应变矩阵；在单侧轨道选定的两个截面A和B的轮轨接触点处分别施加横向和垂向单位载荷，进行有限元静力学计算。Preferably, four unit loads, two lateral loads and two vertical loads are applied in S1 to obtain the strain matrix; respectively applied at the wheel-rail contact points of the two sections A and B selected on the single-side track Lateral and vertical unit loads for finite element static calculations.
较佳的，在S2中布置于每条轨道用于载荷反求的测点数量至少为8个。Preferably, in S2, the number of measuring points arranged on each track for load inversion is at least 8.
较佳的，在S2中采用D-Optimal准则获得的位置中，除约束位置外，将有限元模型上所有位置的应变片作为初始应变片群，并从该初始应变片群中尝试所有不同应变片位置和方向的组合，让关联矩阵对应的行列式数值趋于最大化，即使得行列|εTε|→max取最大值，从而获得8个最优化应变片位置及对应的贴片方向。Preferably, in the position obtained by using the D-Optimal criterion in S2, except for the constraint position, the strain gauges at all positions on the finite element model are used as the initial strain gauge group, and all different strain gauges are tried from the initial strain gauge group The combination of the position and direction of the strain gauge maximizes the value of the determinant corresponding to the correlation matrix, that is, the determinant |ε T ε|→max takes the maximum value, so as to obtain 8 optimal strain gauge positions and corresponding patch directions.
本发明技术方案的实施需要有三个条件：The implementation of the technical solution of the present invention needs three conditions:
一是能够构建钢轨结构的有限元模型；One is to be able to build a finite element model of the rail structure;
二是能够在钢轨结构上合理确定需要布置应变的数量与位置；The second is to be able to reasonably determine the quantity and location of strains that need to be arranged on the rail structure;
三是能够实测应变。The third is to be able to measure the strain.
当前，这三个条件均不难获得或做到：在轨道结构上布置应变片测量应变的技术相当成熟与可靠，且成本低廉；有限元的数值仿真技术相当成熟与可靠；确定位置载荷下的最合理的应变片数量与位置的算法也相当成熟与可靠。At present, these three conditions are not difficult to obtain or achieve: the technology of arranging strain gauges on the track structure to measure strain is quite mature and reliable, and the cost is low; the numerical simulation technology of finite element is quite mature and reliable; The algorithm for the most reasonable number and position of strain gauges is also quite mature and reliable.
本发明的有益效果在于：The beneficial effects of the present invention are:
1.通过本发明所述方法获取车轮与钢轨间作用力，对新旧轨道线路均可以适用，并且能方便长期对轨道进行结构健康监测。1. Obtaining the force between the wheel and the rail through the method of the present invention is applicable to both old and new track lines, and can facilitate long-term structural health monitoring of the track.
2.通过该作用力可以对地铁、高铁、重载货车等各种轨道机车车辆的满载、空载称重。2. Through this force, the full-load and empty-load weighing of various rail vehicles such as subways, high-speed rails, and heavy-duty trucks can be weighed.
3.通过该作用力可以辅助判断车辆动转向架的设计参数是否在安全范围之内，其中包括曲线通过；3. This force can be used to assist in judging whether the design parameters of the vehicle's dynamic bogie are within the safe range, including curve passing;
4.通过该作用力可以用来动态检验车辆是否左右偏载，是否前后偏载；4. Through this force, it can be used to dynamically check whether the vehicle is unbalanced from left to right, and whether it is unbalanced from front to rear;
附图说明Description of drawings
附图1为本发明所述方法中各应变片及选定点的贴片位置示意图。Accompanying drawing 1 is the schematic diagram of each strain gauge and the patch position of the selected point in the method of the present invention.
附图2为本发明所述方法中各应变片应变数据提取示意图。Accompanying drawing 2 is the schematic diagram of extracting the strain data of each strain gauge in the method of the present invention.
具体实施方式Detailed ways
下面结合附图和实施例对本发明做进一步详述：Below in conjunction with accompanying drawing and embodiment the present invention is described in further detail:
如附图1、2所示，一种基于轨侧布置应变片采集数据反求车轮与钢轨间作用力的方法，所述方法包括以下步骤：As shown in accompanying drawing 1, 2, a kind of method based on the data collection of strain gauge arranged on the rail side reversely seeks the method for the force between the wheel and the rail, and the method comprises the following steps:
S1，基于单侧轨道结构有限元模型及标定时间的参考位置的垂向和横向单位力载荷向量，求解应变与作用力之间的关联矩阵；S1, based on the finite element model of the single-sided track structure and the vertical and transverse unit force load vectors at the reference position of the calibration time, solve the correlation matrix between strain and force;
S2，采用D-Optimal准则，获得轨道上需要布置应变片的最合理的位置、方向及数量；S2, using the D-Optimal criterion to obtain the most reasonable position, direction and quantity of strain gauges that need to be arranged on the track;
S3，根据S2中确定的最合理的位置、方向及数量，以及标定时间的参考位置，分别在两条轨道上对称布置应变片，并实测作用力所产生的应变；S3, according to the most reasonable position, direction and quantity determined in S2, and the reference position of the calibration time, symmetrically arrange the strain gauges on the two tracks respectively, and measure the strain generated by the force;
S4，根据标定时间的参考位置的实测应变确定参考位置获得最大应变的时间，并将其标定为车辆一个转向架通过该参考位置的时间；S4, determine the time when the reference position obtains the maximum strain according to the measured strain at the reference position at the calibration time, and calibrate it as the time when a bogie of the vehicle passes the reference position;
S5，结合关联矩阵，以及参考位置的应变矩阵，计算车辆一个转向架一个单侧的2个车轮与一条钢轨之间的作用力；S5, combining the correlation matrix and the strain matrix of the reference position, calculate the force between a bogie, two wheels on one side of the vehicle and a steel rail;
S6，重复S4与S5，获得该转向架另外一侧2个车轮与另外一条钢轨之间的作用力，从而获得车辆一个转向架上四个车轮分别作用到钢轨上的实际载荷；S6, repeating S4 and S5 to obtain the force between the two wheels on the other side of the bogie and the other rail, so as to obtain the actual loads of the four wheels on one bogie of the vehicle acting on the rail respectively;
S7，重复S4～S6，获得整列车其它车辆转向架车轮与钢轨之间的作用力。S7, repeating S4-S6 to obtain the force between the bogie wheels and the rails of other vehicles in the whole train.
进一步的，本实施例S1中分别施加4个单位载荷，两个横向载荷和两个垂向载荷，获得应变矩阵；在单侧轨道选定的两个截面A和B的轮轨接触点处分别施加横向和垂向单位载荷，进行有限元静力学计算。在S2中布置于每条轨道用于载荷反求的测点数量至少为8个，本实施例中优先地将测点数量定为8个。在S2中采用D-Optimal准则获得的位置中，除约束位置外，将有限元模型上所有位置的应变片作为初始应变片群，并从该初始应变片群中尝试所有不同应变片位置和方向的组合，让关联矩阵对应的行列式数值趋于最大化，即使得行列|εTε|→max取最大值，从而获得8个最优化应变片位置及对应的贴片方向。Further, in this embodiment S1, four unit loads, two lateral loads and two vertical loads are respectively applied to obtain the strain matrix; Apply lateral and vertical unit loads for finite element static calculations. In S2, there are at least 8 measuring points arranged on each track for load reversal, and the number of measuring points is preferably set to 8 in this embodiment. Among the positions obtained by using the D-Optimal criterion in S2, except for the constraint position, the strain gauges at all positions on the finite element model are used as the initial strain gauge group, and all different strain gauge positions and orientations are tried from this initial strain gauge group The combination of the correlation matrix maximizes the value of the determinant corresponding to the correlation matrix, that is, the determinant |ε T ε|→max takes the maximum value, so as to obtain 8 optimal strain gauge positions and corresponding patch directions.
具体的，在本实施例中取真实的轨道尺寸、轮对轴距信息，建立轨道三维几何模型如附图1所示，轴距取L，轨长取3L，每个车轮作用在轨道上的力有横向(Fy)和垂向(Fz)两个载荷，每台转向架两个车轮作用在轨道长度为3L作用区，共8个待反求力。创建轨道有限元模型，单元类型以六面体实体单元为主，在轨道下方施加弹性约，模拟轨枕、道床、路基等刚度。分别施加4个单位载荷，两个横向载荷和两个垂向载荷，获得应变矩阵，在单侧轨道选定的两个截面A和B轮轨接触点处分别施加横向和垂向单位载荷，进行有限元静力学计算，获得8个计算工况的结构应变计算结果。利用标准D-Optimal方法来优化应变片的位置，从初始应变片群(选整个有限元模型的外表面，除约束位置外)中选取所需应变片，它能让下式矩阵(信息矩阵)对应的行列式数值趋于最大化；即使得行列|εTε|→max取最大值，从而获得8个最优化应变片位置及对应的贴片方向。Specifically, in this embodiment, the real track size and wheelbase information are taken, and a three-dimensional geometric model of the track is established as shown in Figure 1. The wheelbase is L, the rail length is 3L, and each wheel acts on the track. The force has two loads, lateral (Fy) and vertical (Fz), and two wheels of each bogie act on the track length of 3L, and a total of 8 forces to be reacted. Create a track finite element model, the element type is mainly hexahedral solid element, and apply an elastic approximation under the track to simulate the stiffness of sleepers, ballast beds, roadbeds, etc. Four unit loads, two lateral loads and two vertical loads are applied respectively to obtain the strain matrix, and the lateral and vertical unit loads are respectively applied to the contact points of the two sections A and B selected on the single side track, and the The finite element static calculation obtains the structural strain calculation results of 8 calculation conditions. Use the standard D-Optimal method to optimize the position of the strain gauge, and select the required strain gauge from the initial strain gauge group (select the outer surface of the entire finite element model, except for the constraint position), which can make the following matrix (information matrix) The corresponding determinant value tends to be maximized; that is, the determinant |ε T ε|→max takes the maximum value, so as to obtain 8 optimal strain gauge positions and corresponding patch directions.
通过有限元静力学计算结果和εC＝I公式，获得关联矩阵CThrough the finite element static calculation results and the εC=I formula, the correlation matrix C is obtained
可获得结构应变矩阵如下：The structural strain matrix can be obtained as follows:
[C]8×4＝[εTε]-1εT (1)[C] 8×4 = [ε T ε] -1 ε T (1)
式中其中；ε11…ε18代表位置A处横向单位载荷工况下从有限元计算结果中提取的8个测点的应变；ε21…ε28代表位置A处垂向单位载荷工况下从有限元计算结果中提取的8个测点的应变；ε31…ε38代表位置B处横向单位载荷工况下从有限元计算结果中提取的8个测点的应变；ε41…ε48代表位置B处垂向单位载荷工况下从有限元计算结果中提取的8个测点的应变。In the formula Among them; ε 11 ... ε 18 represents the strain of 8 measuring points extracted from the finite element calculation results at position A under the transverse unit load condition; ε 21 ... ε 28 represents the strain at position A under the vertical unit load condition from the finite ε 31 ... ε 38 represents the strain of 8 measuring points extracted from the finite element calculation results at position B under the transverse unit load condition; ε 41 ... ε 48 represents the position The strains of 8 measuring points extracted from the finite element calculation results under the vertical unit load case at B.
按照优化获得的应变片位置和方向在两侧轨道上进行贴片，并在选定的两个A和B截面上额外粘贴两个参考应变GA和GB，贴片方向选垂向(总共贴20个应变片，两侧轨道对称贴片，每侧轨道贴10个应变片，其中8个优化测点和2个选定点)，待列车从轨道上通过以后，就可以获得每个应变片实测的应变响应时间历程，每侧轨道上有8个时间里程上的应变分布，以两个参考应变GA和GB实测的最大应变来标定时间(T时刻)，获得该时刻8个应变结果ε1ε2ε3ε4ε5ε6ε7ε8。以另一侧轨道两个参考应变G′A和G′B实测的最大应变来标定时间(T时刻)，获得另一侧轨道上对应的8个应变结果ε′1 ε′2 ε′3 ε′4 ε′5 ε′6 ε′7 ε′8。According to the optimized position and direction of the strain gauges, paste them on the rails on both sides, and paste two additional reference strains GA and GB on the two selected A and B sections. The direction of the paste is vertical (a total of 20 Strain gauges, symmetrical patches on both sides of the track, 10 strain gauges on each side of the track, including 8 optimized measurement points and 2 selected points), after the train passes the track, you can get the actual measurement of each strain gauge The strain response time history of , there are 8 strain distributions on each side track, the maximum strain measured by two reference strains GA and GB is used to calibrate the time (time T), and 8 strain results at this time ε 1 ε are obtained 2 ε 3 ε 4 ε 5 ε 6 ε 7 ε 8 . Calibrate the time (time T) with the maximum strain measured by the two reference strains G′ A and G′ B on the other track, and obtain the corresponding 8 strain results on the other track ε′ 1 ε′ 2 ε′ 3 ε ′ 4 ε′ 5 ε′ 6 ε′ 7 ε′ 8 .
利用反求载荷公式F＝εC，计算，获得一侧轨道上两个车轮的横向和垂向作用力。Use the inverse load formula F=εC to calculate and obtain the lateral and vertical forces of the two wheels on one side of the track.
{FYA FZA FYB FZB}＝{ε1 ε2 ε3 ε4 ε5 ε6 ε7 ε8}[C]8×4 (2){F YA F ZA F YB F ZB }＝{ε 1 ε 2 ε 3 ε 4 ε 5 ε 6 ε 7 ε 8 }[C] 8×4 (2)
利用反求载荷公式F＝εC，计算，获得另一侧轨道上两个车轮的横向和垂向作用力。Use the inverse load formula F=εC to calculate and obtain the lateral and vertical forces of the two wheels on the other side of the track.
{F′YA F′ZA F′YB F′ZB}＝{ε′1 ε′2 ε′3 ε′4 ε′5 ε′6 ε′7 ε′8}[C]8×4 (3){F′ YA F′ ZA F′ YB F′ ZB }={ε′ 1 ε′ 2 ε′ 3 ε′ 4 ε′ 5 ε′ 6 ε′ 7 ε′ 8 }[C] 8×4 (3)
以上所述，仅为本发明较佳的具体实施方式，但本发明的保护范围并不局限于此，任何利用应变数据通过关联矩阵反求车轮与钢轨间作用力的方法思路均属于本发明技术构思的保护范围，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，根据本发明的技术方案及其构思加以等同替换或改变，都应涵盖在本发明的保护范围之内。The above is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any method of using strain data to reverse the force between the wheel and the rail through the correlation matrix belongs to the technology of the present invention. The scope of protection of the concept, any person familiar with the technical field within the technical scope disclosed in the present invention, according to the technical solution of the present invention and its concept to make equivalent replacements or changes, should be covered within the scope of protection of the present invention.
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