CN108491594B - Method for reversely solving acting force between wheel and steel rail based on data acquired by strain gauge arranged on rail side - Google Patents
Method for reversely solving acting force between wheel and steel rail based on data acquired by strain gauge arranged on rail side Download PDFInfo
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Abstract
The invention discloses a method for reversely solving the acting force between a wheel and a steel rail based on data acquired by strain gauges arranged on the side of the rail, which mainly comprises the following steps: s1, solving an incidence matrix between strain and acting force based on the single-side track structure finite element model and the vertical and horizontal unit force load vectors of the reference position of the calibration time; s2, obtaining the most reasonable position, direction and number of strain gauges to be arranged on the track by adopting a D-Optimal criterion; and S3, symmetrically arranging strain gages on the two tracks respectively according to the most reasonable position, direction and number determined in the S2 and the reference position of the calibration time, and actually measuring the strain generated by the acting force. The method of the invention can obtain the acting force between the wheel and the steel rail, is applicable to both new and old track lines, and can conveniently monitor the structural health of the track for a long time.
Description
Technical Field
The invention relates to the field of rail vehicle detection, in particular to a method for reversely solving the acting force between a wheel and a steel rail by acquiring data through a strain gauge.
Background
The prior art generally adopts the following three methods:
the first is the direct test method of the force measuring wheel pair. In the field of direct force measurement, a relatively representative result is the development of a force measurement wheel of a railway vehicle. The specific method is to embed a special force-measuring sensor on the wheel, calibrate the load in advance, and replace the force-measuring wheel to obtain the serving wheel pair. In fact, besides being 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 a high-speed motor train unit bogie as an example, during the service process, the direct force measurement is subject to a plurality of dynamic loads with different amplitudes and different waveforms, which act on the loads simultaneously through air springs, dampers in all directions, wheel sets, gear boxes, towing pins, motor hangers and other interfaces, and the arrangement of dedicated force measurement sensors on these structural interfaces is almost not allowed. The reference documents can be found in the application research of wheel rail force measurement in high-speed railway track detection, published in railway rolling stock 2012.32(4):19-24 and wheel rail force measurement method based on wheel axle strain, published in new Chinese technical product.
The other is an axle box acceleration inverse method. The method comprises the steps of firstly, carrying out an axle weight calibration test, generally adopting a static or dynamic calibration test, obtaining unsprung mass through related calculation, testing vertical and transverse acceleration of a wheel set axle box by using an acceleration sensor, and then converting interaction force between wheel rails according to the wheel set mass. The reference can be found in "wheel-rail force analysis based on intercity axle box acceleration" 2016, Beijing university of transportation.
Thirdly, the load reverse solving technology based on the measured strain abroad.
The method for testing the force measuring wheel pair has the advantages that firstly, the manufacturing cost is high, namely, a special testing wheel pair needs to be manufactured, secondly, the wheel pair is trimmed, the wheel pair cannot be installed on vehicles with high speed, heavy load and the like, and the tested wheel-rail load only belongs to a rail inspection vehicle and cannot represent other vehicles; in the axle box acceleration test method, because the axle box is connected with an axle through a bearing, acceleration data of the axle box has a little difference with actual vibration of a wheel pair, so that the axle box acceleration test method is convenient to implement but has larger error; the technology mainly comprises the steps that the acting point and the direction of the reverse-solved load are not changed, only the size of the load is changed, and the acting point of the force cannot be obtained when the load is changed.
Disclosure of Invention
The technical problem to be solved by the invention is to measure strain by arranging strain gauges on a track structure, further determine the most reasonable number and position of the strain gauges by numerical simulation of finite elements, and finally calculate and obtain the acting force between a wheel pair of a railway vehicle and a steel rail by combining a correlation matrix and a strain matrix of reference time.
The technical scheme of the invention is realized as follows:
a method for reversely solving the acting force between a wheel and a steel rail based on data acquired by arranging strain gauges on the rail side comprises the following steps:
s1, solving an incidence matrix between strain and acting force based on the single-side track structure finite element model and the vertical and horizontal unit force load vectors of the reference position of the calibration time;
s2, obtaining the most reasonable position, direction and number of strain gauges to be arranged on the track by adopting a D-Optimal criterion;
s3, strain gauges are symmetrically arranged on the two tracks respectively according to the most reasonable position, direction and number determined in the S2 and the reference position of the calibration time, and the strain generated by the acting force is measured;
s4, determining the time when the reference position obtains the maximum strain according to the measured strain of the reference position at the calibration time, and calibrating the time as the time when a bogie of the vehicle passes through the reference position;
s5, calculating the acting force between 2 wheels on one side of a bogie of the vehicle and a steel rail by combining the incidence matrix and the strain matrix of the reference position;
s6, repeating S4 and S5 to obtain the acting force between 2 wheels on the other side of the bogie and the other steel rail, thereby obtaining the actual load of the four wheels on one bogie of the vehicle on the steel rails respectively;
and S7, repeating S4-S6 to obtain the acting force between the bogie wheels of other vehicles of the whole train and the steel rail.
Preferably, 4 unit loads, two transverse loads and two vertical loads are respectively applied in S1 to obtain a strain matrix; and respectively applying transverse and vertical unit loads at the wheel rail contact points of two sections A and B selected by the unilateral rail, and performing finite element statics calculation.
Preferably, the number of the stations arranged for load reaction on each track in S2 is at least 8.
Preferably, in the positions obtained by using the D-Optimal criterion in S2, except for the constrained positions, the strain gauges at all positions on the finite element model are used as the initial strain gauge group, and the combination of the positions and directions of all different strain gauges is tried from the initial strain gauge group, so that the determinant value corresponding to the correlation matrix tends to be maximized, i.e. the row and column | ε |Tε | → max take the maximum value, thus obtaining 8 optimized strain gage locations and corresponding gage orientations.
The implementation of the technical scheme of the invention requires three conditions:
firstly, a finite element model of a steel rail structure can be constructed;
secondly, the quantity and the position of strain to be arranged can be reasonably determined on the steel rail structure;
and thirdly, strain can be measured.
Currently, none of these three conditions are difficult to obtain or do: the strain measuring technology of arranging the strain gauge on the track structure is quite mature and reliable, and the cost is low; the numerical simulation technology of the finite element is quite mature and reliable; the algorithm for determining the most reasonable number and position of strain gages under position loading is also quite sophisticated and reliable.
The invention has the beneficial effects that:
1. the method of the invention can obtain the acting force between the wheel and the steel rail, is applicable to both new and old track lines, and can conveniently monitor the structural health of the track for a long time.
2. The full-load and no-load weighing of various rail locomotive vehicles such as subways, high-speed rails, heavy-load trucks and the like can be realized through the acting force.
3. The acting force can assist in judging whether the design parameters of the vehicle dynamic bogie are in a safe range or not, wherein the design parameters comprise curve passing;
4. the acting force can be used for dynamically checking whether the vehicle is biased left and right or front and back;
drawings
FIG. 1 is a schematic diagram of the positions of the strain gauges and the selected points in the method of the present invention.
FIG. 2 is a schematic diagram of strain data extraction of each strain gauge in the method of the present invention.
Detailed Description
The invention is described in further detail below with reference to the following figures and examples:
as shown in fig. 1 and 2, a method for reversely calculating the acting force between a wheel and a steel rail based on data acquired by arranging strain gauges on the rail side comprises the following steps:
s1, solving an incidence matrix between strain and acting force based on the single-side track structure finite element model and the vertical and horizontal unit force load vectors of the reference position of the calibration time;
s2, obtaining the most reasonable position, direction and number of strain gauges to be arranged on the track by adopting a D-Optimal criterion;
s3, strain gauges are symmetrically arranged on the two tracks respectively according to the most reasonable position, direction and number determined in the S2 and the reference position of the calibration time, and the strain generated by the acting force is measured;
s4, determining the time when the reference position obtains the maximum strain according to the measured strain of the reference position at the calibration time, and calibrating the time as the time when a bogie of the vehicle passes through the reference position;
s5, calculating the acting force between 2 wheels on one side of a bogie of the vehicle and a steel rail by combining the incidence matrix and the strain matrix of the reference position;
s6, repeating S4 and S5 to obtain the acting force between 2 wheels on the other side of the bogie and the other steel rail, thereby obtaining the actual load of the four wheels on one bogie of the vehicle on the steel rails respectively;
and S7, repeating S4-S6 to obtain the acting force between the bogie wheels of other vehicles of the whole train and the steel rail.
Further, in this embodiment S1, 4 unit loads, two transverse loads and two vertical loads are applied respectively to obtain a strain matrix; two selected on a single side trackAnd respectively applying transverse and vertical unit loads at the wheel rail contact points of the sections A and B, and performing finite element statics calculation. The number of stations arranged for load back calculation in S2 is at least 8, and in this embodiment, the number of stations is preferably set to 8. In the positions obtained by adopting the D-Optimal rule in S2, except for the constrained positions, the strain gauges at all positions on the finite element model are used as an initial strain gauge group, and all combinations of different strain gauge positions and directions are tried from the initial strain gauge group, so that the determinant value corresponding to the correlation matrix tends to be maximized, namely the row and column | epsilon ∈ are obtainedTε | → max take the maximum value, thus obtaining 8 optimized strain gage locations and corresponding gage orientations.
Specifically, in this embodiment, information of a real track size and wheel pair wheel base is acquired, a three-dimensional geometric model of the track is established as shown in fig. 1, the wheel base is L, the track length is 3L, the force of each wheel acting on the track has two loads, namely a transverse (Fy) load and a vertical (Fz) load, and two wheels of each bogie act on an action area with the track length of 3L, so that 8 forces to be solved are obtained. And (3) establishing a track finite element model, wherein the element type is mainly hexahedral solid elements, and the elasticity is applied below the track to simulate the rigidity of sleepers, ballast beds, roadbeds and the like. Respectively applying 4 unit loads, two transverse loads and two vertical loads to obtain a strain matrix, respectively applying the transverse and vertical unit loads at the contact points of the wheel rails of the two sections A and B selected by the unilateral rail, and performing finite element statics calculation to obtain structural strain calculation results of 8 calculation working conditions. Optimizing the position of a strain gauge by using a standard D-Optimal method, and selecting a required strain gauge from an initial strain gauge group (selecting the outer surface of the whole finite element model except a constraint position), wherein the required strain gauge can enable a determinant value corresponding to a following formula matrix (an information matrix) to tend to be maximized; i.e. so that the row | εTε | → max take the maximum value, thus obtaining 8 optimized strain gage locations and corresponding gage orientations.
Obtaining the incidence matrix C through the finite element statics calculation result and the formula of epsilon C ═ I
The structural strain matrix can be obtained as follows:
[C]8×4＝[εTε]-1εT (1)
in the formula
Wherein; epsilon11…ε18Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of the transverse unit load at the position A; epsilon21…ε28Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of vertical unit load at the position A; epsilon31…ε38Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of the transverse unit load at the position B; epsilon41…ε48And representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of vertical unit load at the position B.
Pasting the strain gauges on the tracks on the two sides according to the positions and the directions of the strain gauges obtained through optimization, additionally pasting two reference strains GA and GB on the two selected sections A and B, selecting the vertical direction of the pasting direction (totally pasting 20 strain gauges, symmetrically pasting the patches on the tracks on the two sides, pasting 10 strain gauges on each track, wherein 8 optimization measuring points and 2 selection points), obtaining the actually measured strain response time course of each strain gauge after a train passes through the tracks, distributing the strain on 8 time mileages on each track, calibrating time (T moment) according to the actually measured maximum strain of the two reference strains GA and GB, and obtaining the 8 strain results epsilon at the moment1ε2ε3ε4ε5ε6ε7ε8. With the other side track two reference strains G'AAnd G'BThe measured maximum strain is used for calibrating time (time T) to obtain 8 strain results epsilon 'corresponding to the other side track'1 ε′2 ε′3 ε′4 ε′5 ε′6 ε′7 ε′8。
And (4) calculating by using a reverse load formula F ═ Epsilon C to obtain the transverse and vertical acting forces of the two wheels on the track on one side.
{FYA FZA FYB FZB}＝{ε1 ε2 ε3 ε4 ε5 ε6 ε7 ε8}[C]8×4 (2)
And (4) calculating by using a reverse load formula F ═ ε C to obtain transverse and vertical acting 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)
The above description is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any method of utilizing strain data to reverse the force between the wheel and the rail through the correlation matrix is within the scope of the present invention, and any person skilled in the art can be considered to be within the technical scope of the present invention, and all equivalent substitutions or changes according to the technical solution and the concept of the present invention should be covered by the scope of the present invention.
Claims (3)
1. A method for reversely solving the acting force between a wheel and a steel rail based on data acquired by arranging strain gauges on the side of the rail is characterized in that the strain gauges are arranged on a rail structure to measure strain, and the method comprises the following steps:
s1, solving an incidence matrix between strain and acting force based on the single-side track structure finite element model and the vertical and horizontal unit force load vectors of the reference position of the calibration time;
s2, obtaining the most reasonable position, direction and number of strain gauges to be arranged on the track by adopting a D-Optimal criterion; in the positions obtained by adopting the D-Optimal rule in S2, except for the constrained positions, the strain gauges at all positions on the finite element model are used as an initial strain gauge group, and all combinations of different strain gauge positions and directions are tried from the initial strain gauge group, so that the determinant value corresponding to the correlation matrix tends to be maximized, namely the row and column | epsilon ∈ are obtainedTEpsilon | → max is taken to the maximum value, so that 8 optimized strain gauge positions and corresponding pastes are obtainedA sheet direction;
in the formula (I), the compound is shown in the specification,
wherein; epsilon11…ε18Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of the transverse unit load at the position A; epsilon21…ε28Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of vertical unit load at the position A; epsilon31…ε38Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of the transverse unit load at the position B; epsilon41…ε48Representing the strain of 8 measuring points extracted from the finite element calculation result under the working condition of vertical unit load at the position B;
s3, strain gauges are symmetrically arranged on the two tracks respectively according to the most reasonable position, direction and number determined in the S2 and the reference position of the calibration time, and the strain generated by the acting force is measured; the symmetrical arrangement foil gage on two orbits respectively includes: pasting the strain gauge on the tracks on the two sides according to the position and the direction of the strain gauge obtained through optimization, additionally pasting two reference strains GA and GB at the two selected reference positions, and selecting the vertical direction for pasting the strain gauge; totally pasting 20 strain gauges, symmetrically pasting patches on two side tracks, pasting 10 strain gauges on each side track, wherein 8 optimized measuring points and 2 selected points are adopted, after a train passes through the tracks, obtaining a strain response time course actually measured by each strain gauge, strain distribution on each side track over 8 time miles is obtained, calibrating time according to maximum strain actually measured by two reference strains GA and GB, obtaining 8 strain results at the moment, and using two reference strains G 'on the other side track'AAnd G'BCalibrating time according to the actually measured maximum strain to obtain 8 corresponding strain results on the other side of the track;
s4, determining the time when the reference position obtains the maximum strain according to the measured strain of the reference position at the calibration time, and calibrating the time as the time when a bogie of the vehicle passes through the reference position;
s5, calculating the acting force between 2 wheels on one side of a bogie of the vehicle and a steel rail by combining the incidence matrix and the strain matrix of the reference position;
s6, repeating S4 and S5 to obtain the acting force between 2 wheels on the other side of the bogie and the other steel rail, thereby obtaining the actual load of the four wheels on one bogie of the vehicle on the steel rails respectively;
and S7, repeating S4-S6 to obtain the acting force between the bogie wheels of other vehicles of the whole train and the steel rail.
2. The method of claim 1, wherein: respectively applying 4 unit loads, two transverse loads and two vertical loads in S1 to obtain a strain matrix; and respectively applying transverse and vertical unit loads at the wheel rail contact points of two sections A and B selected by the unilateral rail, and performing finite element statics calculation.
3. The method of claim 1, wherein: the number of stations arranged for load back-calculation per track in S2 is at least 8.
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| CN109916643A (en) * | 2019-04-08 | 2019-06-21 | 西南交通大学 | Wheel rail force load Study of recognition testing stand and test method based on track vibration |
| CN112629833B (en) * | 2019-09-25 | 2024-04-19 | 上海汽车集团股份有限公司 | Load acquisition method and device |
| CN111964927B (en) * | 2020-08-27 | 2022-02-15 | 中南大学 | Wheel-rail force trackside monitoring method and system |
| CN112665882B (en) * | 2020-12-14 | 2022-09-16 | 北京科技大学 | Real-time monitoring method for wheel rail force of loop accelerated loading test device |
| CN114088290B (en) * | 2021-11-19 | 2024-03-08 | 中车长春轨道客车股份有限公司 | Steel rail assembly for measuring force wheel set calibration and measuring force wheel set calibration test bed |
| CN114486302B (en) * | 2021-12-31 | 2024-02-23 | 大秦铁路股份有限公司科学技术研究所 | Coupler force measurement method and system considering longitudinal loading additional bending moment |
| CN117852368B (en) * | 2024-03-08 | 2024-06-04 | 招商局金陵船舶(威海)有限公司 | Cable pile surface strain-based method for indirectly measuring cable tension |
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