CN109918753B - Train wheel-rail force determination method and system - Google Patents
Train wheel-rail force determination method and system Download PDFInfo
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Abstract
The embodiment of the invention provides a train wheel-rail force determination method and a train wheel-rail force determination model, the method calculates wheel-rail forces of a train at different positions along the direction of a steel rail according to steel rail vibration acceleration and the train wheel-rail force determination model at different positions along the direction of the steel rail, namely determines the corresponding wheel-rail forces of the train at different running speeds, and the calculated wheel-rail forces of the train serve as the input source intensity of a train vibration influence numerical simulation calculation model, so that the vibration influence of the train on the surrounding environment during running near a station can be more accurately and comprehensively calculated and analyzed.
Description
Technical Field
The embodiment of the invention relates to the technical field of train vibration influence numerical simulation, in particular to a train wheel-rail force determination method and a train wheel-rail force determination system.
Background
The wheel-rail force of the train is strong as an input source of a train vibration influence numerical simulation calculation model, is an important influence factor of numerical simulation calculation precision, and is also a key point and a difficulty point of researches of scholars at home and abroad.
The simulation method of the wheel-rail force of the train can be classified into an empirical analysis method, an actual measurement analysis method and a model analysis method. The method comprises the steps of an empirical analysis method, namely considering that random irregularity of a track is a key reason for generating vibration, dividing train wheel-track force into three frequency bands of low frequency, medium frequency and high frequency, determining basic wavelength and corresponding amplitude of track vibration through test data statistics, and fitting according to an empirical formula to obtain the train wheel-track force, wherein the method is simple and convenient to operate, and poor in precision; the actual measurement analysis method is to directly apply the on-site actual measurement acceleration as excitation to the wheel-rail simplified model for calculation analysis, or on the basis of the actual measurement acceleration analysis, the wheel-rail force of the train is solved based on the wheel-rail simplified model, and the method adopts a method of combining theoretical analysis and on-site actual measurement, so that a more accurate calculation result can be obtained; the model analysis method is to solve the train wheel-rail force by respectively establishing a vehicle model and a rail model and taking a rail irregularity function as excitation based on a wheel-rail contact relation (namely a general Hertz nonlinear contact theory).
The rail irregularity spectrum is a basic excitation condition for solving the wheel-rail force by a model analysis method, the existing rail spectrum mainly comprises a U.S. rail spectrum, a Germany high-speed spectrum, a British rail spectrum, a Chinese trunk rail spectrum and a rail spectrum proposed by a railway science research institute, and the current railway rail irregularity spectrum is rarely researched, so that a certain error exists in the wheel-rail force of a train solved by the model analysis method. Moreover, the empirical analysis method, the actual measurement analysis method and the model analysis method are all directed to the train under the constant-speed running condition, that is, only the train wheel-rail force of the train at a certain specific running speed can be solved, but the train wheel-rail force under other conditions cannot be determined.
Disclosure of Invention
To overcome the above problems or at least partially solve the above problems, embodiments of the present invention provide a train wheel rail force determination method and system.
In a first aspect, an embodiment of the present invention provides a train wheel-rail force determining method, including:
acquiring the vibration acceleration of the steel rail at different positions along the direction of the steel rail when the train runs;
calculating wheel-rail forces of the train at different positions based on steel rail vibration acceleration at different positions along the steel rail direction and a train wheel-rail force determination model;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force.
In a second aspect, an embodiment of the present invention provides a train wheel-rail force determining system, including: the device comprises a steel rail vibration acceleration acquisition module and a train wheel rail force determination module. Wherein, the first and the second end of the pipe are connected with each other,
the steel rail vibration acceleration acquisition module is used for acquiring steel rail vibration acceleration at different positions along the steel rail direction when the train runs;
the train wheel-rail force determination module is used for determining a model based on the vibration acceleration of the steel rail at different positions along the direction of the steel rail and the train wheel-rail force, and calculating the wheel-rail force of the train at different positions;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force.
In a third aspect, an embodiment of the present invention provides an electronic device, including:
at least one processor, at least one memory, a communication interface, and a bus; wherein the content of the first and second substances,
the processor, the memory and the communication interface complete mutual communication through the bus;
the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the train wheel-rail force determination method provided by the first aspect.
In a fourth aspect, an embodiment of the present invention provides a non-transitory computer-readable storage medium storing computer instructions, which cause the computer to execute the train wheel-rail force determination method provided in the first aspect.
According to the train wheel-rail force determining method and system provided by the embodiment of the invention, the wheel-rail forces of the train at different positions along the direction of the steel rail are calculated according to the steel rail vibration acceleration and the train wheel-rail force determining model at different positions, namely the wheel-rail forces corresponding to the train at different running speeds are determined, the calculated wheel-rail forces of the train are used as the input source intensity of the train vibration influence numerical simulation calculating model, and the vibration influence of the train on the surrounding environment during running near a station can be more accurately and comprehensively calculated and analyzed.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic flow chart of a train wheel-rail force determination method according to an embodiment of the present invention;
fig. 2 is a traction curve diagram of an operation speed of a train during operation in a method for determining a train wheel-rail force according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a secondary spring-mass model in the method for determining the force of the train wheel rail according to the embodiment of the present invention;
FIG. 4 is a schematic diagram of a characteristic distance of a vehicle in a method for determining a wheel-rail force of a train according to an embodiment of the present invention;
fig. 5 is a schematic diagram illustrating a wheel-rail force frequency component of a train with a running speed of 80km/h under a running condition in the method for determining a wheel-rail force of a train according to the embodiment of the present invention;
fig. 6 is a schematic structural diagram of the arrangement position of the acceleration sensor in the method for determining the wheel-rail force of the train according to the embodiment of the present invention;
fig. 7 is a schematic structural diagram of a train wheel-rail force determination system according to an embodiment of the present invention;
fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, 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", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships 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 specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The wheel-rail force of the train refers to the interaction force between the wheels and the rails of the train, and the amplitude and the frequency spectrum characteristic of the wheel-rail force of the train are closely related to the running speed of the train, so that the larger the running speed of the train is, the larger the wheel-rail force is, the smaller the running speed of the train is, and the smaller the wheel-rail force is. The train type is subway as an example, the subway running track is a steel rail, when the subway enters or leaves a station, the subway runs in an accelerated or decelerated state, the running speed of the subway is from 40km/h until the subway stops, and vice versa when the subway leaves the station. The running speed of the subway in a limited line length range can be greatly changed, and the running speeds of the subway at different positions along the direction of the steel rail and at different moments are different, so that the amplitude value and the frequency spectrum characteristic of the wheel rail force of the subway are changed along with the time and the position of the subway along the direction of the steel rail, and the method provided by the prior art can only solve the wheel rail force of the subway under the condition of constant speed, which is obviously not suitable for the actual running state of the subway near a station. Based on the above, the embodiment of the invention provides a train wheel-rail force determination method considering different speed running states of a train, which is a basic premise of researching refined numerical simulation calculation of the influence of the running state of the train near a station on the vibration of the surrounding environment.
As shown in fig. 1, a method for determining a train wheel-rail force according to an embodiment of the present invention includes:
s1, acquiring vibration acceleration of a steel rail at different positions along the direction of the steel rail when a train runs;
s2, calculating wheel-rail forces of the train at different positions based on steel rail vibration acceleration at different positions along the steel rail direction and a train wheel-rail force determination model;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force.
Specifically, according to the method for determining the wheel rail force of the train provided in the embodiment of the present invention, firstly, the vibration acceleration of the steel rail at different positions along the direction of the steel rail when the train runs needs to be obtained, which can be realized by arranging acceleration sensors at different positions along the direction of the steel rail on the steel rail where the train runs, and the acceleration sensors are used for obtaining the vibration acceleration of the steel rail at different positions along the direction of the steel rail when the train runs.
Then, wheel-rail forces of the train at different positions in the direction of the steel rail are calculated based on the vibration acceleration of the steel rail at different positions in the direction of the steel rail and the train wheel-rail force determination model. And respectively inputting the vibration acceleration of the steel rail at different positions along the direction of the steel rail into a train wheel rail force determination model to obtain the wheel rail force of the train at different positions along the direction of the steel rail. The train wheel-rail force determination model is a pre-constructed model used for representing the corresponding relation between the vibration acceleration of the steel rail and the wheel-rail force.
As shown in fig. 2, which is a traction graph of the running speed of a train when the train is running, the abscissa in fig. 2 is a horizontal distance in meters (m) representing the distance between the train and a station; the ordinate is the speed of the vehicle, i.e. the running speed of the train, in kilometres per hour (km/h). Fig. 2 shows only a train running path having two inter-zone tunnels and three stations, and the horizontal distance of the first inter-zone tunnel ranges from 0 to 800m, specifically, the horizontal distance between two stations; the horizontal distance of the tunnel in the second section ranges from 0m to 1000m and is also the horizontal distance between two stations. As can be seen from fig. 2, the train does not run at the same speed at different positions along the rail. Therefore, the wheel-rail forces of the train at different positions along the steel rail determined by the train wheel-rail force determination method provided by the embodiment of the invention are actually corresponding wheel-rail forces of the train at different running speeds.
According to the train wheel-rail force determining method provided by the embodiment of the invention, the wheel-rail forces of the train at different positions along the steel rail direction are calculated according to the steel rail vibration acceleration at different positions along the steel rail direction and the train wheel-rail force determining model, namely the wheel-rail forces corresponding to the train at different running speeds are determined, the calculated wheel-rail forces of the train are used as the input source intensity of the train vibration influence numerical simulation calculating model, and the vibration influence of the train on the surrounding environment during running near a station can be more accurately and comprehensively calculated and analyzed.
On the basis of the above embodiment, in the train wheel-rail force determination method provided in the embodiment of the present invention, the train wheel-rail force determination model is specifically constructed by the following method:
constructing a train simplified model and determining a train motion differential equation of the train;
and determining the train wheel-rail force determination model based on the train motion differential equation and the fast Fourier transform principle.
Specifically, the embodiment of the invention provides a method for constructing a train wheel-rail force determination model, which comprises the steps of firstly constructing a train simplified model, wherein the train simplified model only considers vertical vibration and neglects side rolling vibration and longitudinal vibration because the train mainly generates vertical environment vibration influence during operation, and sprung mass generating low-frequency vibration and unsprung mass generating medium-frequency vibration are mainly considered factors during train vibration simulation. Therefore, in the embodiment of the invention, the train can be simplified into a secondary spring-mass model, the specific structure of the secondary spring-mass model is shown in fig. 3, and m in fig. 3 1 、m 2 、m 3 Respectively sprung mass, unsprung mass, i.e. wheel mass, k 1 、k 2 Spring rate of the upper spring and spring rate of the lower spring, c 1 、c 2 The damping of an upper spring and the damping of a lower spring are respectively adopted, P (t) is adopted in the embodiment of the invention to represent wheel-rail force, y 0 、y 1 、y 2 Are each relative to m 3 、m 2 、m 1 Distance of equilibrium position.
According to the constructed train simplified model, a train wheel motion differential equation of the train can be determined, as shown in formula (1):
wherein the content of the first and second substances,
is m i Is greater than or equal to>
Is m i I =1, 2.
Neglecting the bounce effect between the wheel and the steel rail, the vertical vibration acceleration in the embodiment of the invention
Namely the vibration acceleration of the steel rail. The vibration of the steel rail caused by the running of the train has random characteristics, and the vibration acceleration time course after wavelet decomposition and reconstruction can be regarded as a stationary Gaussian process with zero mean value in each situation, so that the vibration acceleration time course waveform can be decomposed into N harmonic combinations with different frequencies in the embodiment of the invention, namely the harmonic combinations can be represented by Fourier series:
wherein the content of the first and second substances,
x (t) is the vibration acceleration time-course waveform, and the value of N is 0,1,2, …, N-1, omega n The frequency of the vibration acceleration of the nth harmonic wave is shown, and T is the sampling duration or the truncation duration of the vibration acceleration time-course waveform.
A numerical expression of the vibration acceleration of the steel rail can be obtained by applying a fast Fourier transform principle:
the wheel-rail force can be obtained by combining the dynamic balance condition of the vertical gear train:
the formula (4) is a train wheel-rail force determination model for representing the vibration acceleration of the steel rail
And the wheel-rail force P (t). Therein->
(i =1 or 2) and/or (ii) or (iii) in a recording medium>
(i =1 or 2) can obtain m 1 、m 2 、m 3 And g is known, g is the acceleration of gravity in m/s 2 。
When the train wheel-rail force determining model is used for determining the wheel-rail force, the vibration acceleration of the steel rail at different positions along the steel rail direction when the train runs is input into the train wheel-rail force determining model, and the wheel-rail force of the train at different positions along the steel rail direction can be determined through solving by the formula (4).
On the basis of the above embodiment, the method for determining the force of the train wheel rail provided in the embodiment of the present invention further includes:
acquiring the running speed of the train at different positions along the steel rail direction and the wheel rail force amplitude of the train at different positions along the steel rail direction;
and fitting the running speeds of the train at different positions along the steel rail direction and the wheel rail force amplitude of the train at different positions along the steel rail direction, and determining the relation between the running speed of the train and the wheel rail force amplitude of the train.
Specifically, since the running speeds of the train at different positions in the rail direction are different, the embodiment of the present invention further studies the relationship between the running speed of the train and the wheel rail force of the train. For the wheel-rail force frequency characteristic of the train, the wheel-rail force frequency characteristic is mainly generated from two aspects, namely, wheel and steel rail roughness generation, and generation of the running speed of the train and the characteristic distance of the train, and fig. 4 is a schematic diagram of the characteristic distance of the train, wherein 1 is the distance between sleepers, 2 is the distance between axles in a bogie, 3 is the distance between bogies, and 4 is the distance between axles in the train. FIG. 5 is a schematic diagram of the frequency composition of the wheel-rail force of a train running at 80km/h under the running condition, wherein the abscissa x is the frequency and the ordinate is the wheel-rail force. Where 5 denotes the frequency generated by the tie spacing, 6 denotes the frequency generated by the inter-bogie axle spacing, 7 denotes the frequency generated by the inter-bogie spacing, 8 denotes the frequency generated by the inter-vehicle axle spacing, and 9 denotes the frequency caused by wheel and rail roughness.
According to the wheel-rail force frequency characteristic generation mechanism, the roughness difference between wheels and a steel rail can be ignored in the length range of a tested steel rail, and the characteristic frequency influence generated by the train running speed can be simulated by accurately simulating the loading mode of moving the wheel-rail force, so that the frequency characteristics of the wheel-rail force P (t) obtained at different positions along the steel rail direction can be assumed to be the same, and the amplitude of the wheel-rail force P (t) is different. Therefore, the running speeds of the train at different positions along the steel rail direction and the wheel rail force amplitudes of the train at different positions along the steel rail direction are firstly obtained, then the running speeds of the train at different positions along the steel rail direction and the wheel rail force amplitudes of the train at different positions along the steel rail direction are fitted, and the relation between the running speed of the train and the wheel rail force amplitudes of the train is determined. Thereafter, the wheel-rail force amplitude of the train can be determined according to the running speed of the train.
According to the train wheel-rail force determining method provided by the embodiment of the invention, the running speeds of the train at different positions along the steel rail direction and the wheel-rail force amplitudes of the train at different positions along the steel rail direction are fitted to determine the relation between the running speed of the train and the wheel-rail force amplitudes of the train, the wheel-rail force amplitude of the train at any running speed can be determined through the relation, and the accuracy of the numerical simulation calculation realized through the wheel-rail force in the follow-up process is improved.
On the basis of the above embodiment, the method for determining the wheel-rail force of the train provided in the embodiment of the present invention further includes:
and correcting the wheel-rail force of the train at different positions along the steel rail direction based on the relation between the running speed of the train and the wheel-rail force amplitude of the train.
Specifically, in the embodiment of the invention, the relationship between the running speed of the train and the wheel-rail force amplitude of the train is adopted to correct the wheel-rail force of the train at different positions along the steel rail direction, and actually, the train wheel-rail force determination model is corrected, so that the output result is more accurate, and the precision of the subsequent numerical simulation calculation realized through the wheel-rail force is further improved.
Assuming that the relationship between the running speed of the train and the wheel-rail force amplitude of the train obtained by fitting can be expressed as f (v), assuming that the train is running at a uniform acceleration, i.e., f (v) = f (v) 0 + at), wherein v 0 Is the initial velocity and a is the acceleration. Using f (v) 0 + at) the wheel-rail force amplitude in the formula (4) can be corrected, that is, a corrected train wheel-rail force determination model considering the train acceleration and deceleration running state can be obtained, that is:
on the basis of the foregoing embodiment, the method for determining a wheel-rail force of a train provided in the embodiments of the present invention, where the obtaining of the vibration acceleration of the steel rail at different positions along the steel rail direction during the running of the train specifically includes:
acceleration sensors are arranged at different positions along the direction of the steel rail, and the vibration acceleration of the steel rail at different positions along the direction of the steel rail during the running of the train is obtained through the acceleration sensors.
On the basis of the above embodiment, in the train wheel rail force determination method provided in the embodiment of the present invention, the acceleration sensor is specifically disposed on the bottom of the rail at the middle portion of the adjacent fastener on the rail. The acceleration sensor is arranged at a position shown in fig. 6, that is, every three fasteners are divided into one group, the acceleration sensor 61 is arranged at the bottom of the steel rail at the middle part of the adjacent fastener of every two groups of fasteners, 62 is a steel rail boundary, 63 is a station center line, 64 is a steel rail in fig. 6, and a dashed frame except the station center line 63 is a station tunnel boundary.
As shown in fig. 7, on the basis of the above embodiment, an embodiment of the present invention provides a train wheel-rail force determining system, including: a rail vibration acceleration acquisition module 71 and a train wheel rail force determination module 72. Wherein the content of the first and second substances,
the steel rail vibration acceleration acquisition module 71 is used for acquiring steel rail vibration accelerations at different positions along the steel rail direction when the train runs;
the train wheel-rail force determination module 72 is configured to calculate wheel-rail forces of the train at different positions based on the rail vibration acceleration at different positions along the rail direction and a train wheel-rail force determination model;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force.
Specifically, the functions of the modules in the train wheel-rail force determination system provided in the embodiment of the present invention correspond to the processing procedures of the steps in the above method embodiments one to one, and the achieved effects are also consistent, which is not described herein again in the embodiment of the present invention.
As shown in fig. 8, on the basis of the above embodiment, an embodiment of the present invention provides an electronic device, including: a processor (processor) 801, a memory (memory) 802, a communication Interface (Communications Interface) 803, and a bus 804; wherein, the first and the second end of the pipe are connected with each other,
the processor 801, the memory 802, and the communication interface 803 communicate with each other via a bus 804. The memory 802 stores program instructions executable by the processor 801, and the processor 801 is configured to call the program instructions in the memory 802 to perform the methods provided by the above-mentioned method embodiments, for example, including: s1, acquiring vibration acceleration of a steel rail at different positions along the direction of the steel rail when a train runs; and S2, calculating wheel-rail forces of the train at different positions based on the vibration acceleration of the steel rail at different positions along the direction of the steel rail and the train wheel-rail force determination model.
The logic instructions in memory 802 may be implemented in software functional units and stored in a computer readable storage medium when sold or used as a stand-alone article of manufacture. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, an optical disk, or other various media capable of storing program codes.
On the basis of the foregoing embodiments, an embodiment of the present invention provides a non-transitory computer-readable storage medium, which stores computer instructions that cause the computer to execute the method provided by the foregoing method embodiments, for example, including: s1, acquiring vibration acceleration of a steel rail at different positions along the direction of the steel rail when a train runs; and S2, calculating wheel rail forces of the train at different positions based on the steel rail vibration acceleration and train wheel rail force determination models at different positions along the steel rail direction.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. Based on the understanding, the above technical solutions substantially or otherwise contributing to the prior art may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the various embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but 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 (8)
1. A method of determining train wheel rail force, comprising:
acquiring the vibration acceleration of the steel rail at different positions along the direction of the steel rail when the train runs;
calculating wheel-rail forces of the train at different positions based on steel rail vibration acceleration at different positions along the steel rail direction and a train wheel-rail force determination model;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force;
further comprising:
correcting the wheel-rail force of the train at different positions along the steel rail direction based on the relation between the running speed of the train and the wheel-rail force amplitude of the train;
correcting the wheel-rail force of the train at different positions along the steel rail direction, namely correcting the train wheel-rail force determination model;
the train wheel-rail force determination model after the correction considering the train acceleration and deceleration running state is as follows:
wherein a relationship between the running speed of the train and the wheel-rail force amplitude of the train is f (v), and if the train runs at a uniform acceleration, f (v) = f (v) 0 +at)，v 0 As initial velocity, a is acceleration, m 1 、m 2 、m 3 Respectively the sprung mass, the sprung mass and the unsprung mass in the train simplified model of the train,
is m 1 At v 0 The temporal vibration acceleration->
Is m 2 At v is 0 Acceleration of vibration in time->
Is v is 0 G is the acceleration of gravity, and the train carriage is simpleThe modeling model specifically comprises the following steps: secondary spring-mass model.
2. The train wheel-rail force determination method according to claim 1, wherein the train wheel-rail force determination model is specifically constructed by the following method:
constructing a train simplified model and determining a train motion differential equation of the train;
and determining the train wheel-rail force determination model based on the train motion differential equation and the fast Fourier transform principle.
3. The train wheel rail force determination method of claim 1, further comprising:
acquiring the running speed of the train at different positions along the steel rail direction and the wheel rail force amplitude of the train at different positions along the steel rail direction;
fitting the running speeds of the train at different positions along the steel rail direction and the wheel rail force amplitudes of the train at different positions along the steel rail direction, and determining the relation between the running speed of the train and the wheel rail force amplitudes of the train.
4. The train wheel rail force determination method according to any one of claims 1 to 3, wherein the acquiring of the rail vibration acceleration at different positions along the rail direction during train operation specifically comprises:
and arranging acceleration sensors at different positions along the direction of the steel rail, wherein the acceleration sensors are used for acquiring the vibration acceleration of the steel rail at different positions along the direction of the steel rail when the train runs.
5. The train wheel rail force determination method of claim 4, wherein the acceleration sensor is specifically disposed on the bottom of the rail adjacent to the center portion of the clip on the rail.
6. A train wheel track force determination system, comprising:
the steel rail vibration acceleration acquisition module is used for acquiring steel rail vibration accelerations at different positions along the steel rail direction when the train runs;
the train wheel-rail force determination module is used for determining a model based on the vibration acceleration of the steel rail at different positions along the direction of the steel rail and the train wheel-rail force, and calculating the wheel-rail force of the train at different positions;
the train wheel-rail force determination model is used for representing the relation between the vibration acceleration of the steel rail and the wheel-rail force;
the train wheel-rail force determination system is further configured to:
correcting the wheel-rail force of the train at different positions along the steel rail direction based on the relation between the running speed of the train and the wheel-rail force amplitude of the train;
correcting the wheel-rail force of the train at different positions along the steel rail direction, namely correcting the train wheel-rail force determination model;
the train wheel-rail force determination model after the correction considering the train acceleration and deceleration running state is as follows:
wherein a relation between the running speed of the train and the wheel-rail force amplitude of the train is f (v), and if the train runs at a uniform acceleration, f (v) = f (v) 0 +at)，v 0 As initial velocity, a is acceleration, m 1 、m 2 、m 3 Respectively simplifying sprung mass, sprung mass and unsprung mass in a model for the train of the train,
is m 1 At v 0 The temporal vibration acceleration->
Is m 2 At v is 0 Acceleration of vibration in time->
Is v is 0 The vibration acceleration of the steel rail in time, g is the gravity acceleration, and the simplified model of the train is specifically as follows: secondary spring-mass model.
7. An electronic device, comprising:
at least one processor, at least one memory, a communication interface, and a bus; wherein the content of the first and second substances,
the processor, the memory and the communication interface complete mutual communication through the bus;
the memory stores program instructions executable by the processor to invoke to perform the train wheel track force determination method of any of claims 1-5.
8. A non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the train wheel track force determination method of any one of claims 1-5.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910143209.6A CN109918753B (en) | 2019-02-26 | 2019-02-26 | Train wheel-rail force determination method and system |
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| CN201910143209.6A CN109918753B (en) | 2019-02-26 | 2019-02-26 | Train wheel-rail force determination method and system |
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| CN109918753A CN109918753A (en) | 2019-06-21 |
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| CN108536930A (en) * | 2018-03-26 | 2018-09-14 | 中国铁路总公司 | A kind of holography wheel rail force discrimination method and system |
| CN109297576A (en) * | 2018-09-26 | 2019-02-01 | 北京市劳动保护科学研究所 | A kind of train wheel rail force load acquisition methods |
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| CN106326587A (en) * | 2016-08-30 | 2017-01-11 | 中车株洲电力机车有限公司 | Correction method of wheel-rail force with instrumented wheelset and the system thereof |
| CN108536930A (en) * | 2018-03-26 | 2018-09-14 | 中国铁路总公司 | A kind of holography wheel rail force discrimination method and system |
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