CN110239587A - A kind of theoretical detection method of determining damage fastener position - Google Patents
A kind of theoretical detection method of determining damage fastener position Download PDFInfo
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- CN110239587A CN110239587A CN201910480682.3A CN201910480682A CN110239587A CN 110239587 A CN110239587 A CN 110239587A CN 201910480682 A CN201910480682 A CN 201910480682A CN 110239587 A CN110239587 A CN 110239587A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
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Abstract
The present invention relates to a kind of theoretical detection methods of determining damage fastener position, comprising steps of 1) sensitive indicator limit value calculates: using mode superposition method, by Orthogonal Decomposition, the ordinary differential vibration equation of rail and lining cutting can be respectively obtained, by it with train body formula simultaneous, single fastener damage is introduced, fastener position x is damaged0Locating fastener rigidity is 0, obtains car body vertical acceleration of the car body first run by above damage position when As sensitive indicator limit value；2) differentiation of damage position.The beneficial effects of the present invention are: this patent establishes subway solid concrete roabed track coupling model, subway train-solid concrete roabed (tunnel-liner)-soil body model of coupling is established based on theory of structural dynamics, and the case where vertical acceleration a of sensitive indicator car body and damage fastener rigidity are 0 is introduced, calculate sensitive indicator limit value.So that present invention may apply to the operating conditions of the damage of single fastener and the damage of multiple fasteners.
Description
Technical field
The present invention relates to underground engineering technical fields, more specifically, it relates to a kind of reason of determining damage fastener position
By detection method.
Background technique
Urban population sharp increase in recent years brings immense pressure to urban transportation.It is asked to alleviate traffic above-ground congestion
Topic, domestic each big and medium-sized cities start to greatly develop Underground Rail Transit.Subway has the advantages such as freight volume is big, fast facilitates, still,
Since complicated underground environment, periphery engineering construction influence, subway run many reasons such as load action, all kinds of subway peaces for a long time
Full problem also increasingly causes everybody note that among these just including fastener damage problem.Fastener is as connection rail and track
The element of plate situations such as being easy to produce fastening elastic rod fracture, fall off, aggravates subway track system during subway continuous service
The dynamic response of system, or even influence the normal operation of train.Therefore the detection method of research fastener damage, for safeguarding subway rail
Road safety and protection surrounding enviroment, have important directive significance and application value.
However, there is presently no about directly utilize track dynamic characteristics determine damage fastener location method research at
Fruit.Therefore, it is necessary to carry out the research of correlation technique.
The detection method about damage fastener mainly has at present: frequency-region signal facture, image treating and manual inspection
Method etc..
And the research for the location determination of damage fastener then only has following three:
In frequency-region signal facture: Zhang Lihua loosens this damage type for fastener, is believed using suitable processing non-stationary
Number HHT analysis method the vibration signal of rail is analyzed.
In image treating: Liu's first is first-class to be directed to rail clip defect inspection problem, proposes that one kind is melted based on image
Close the image classification recognition methods of feature and Bayes's compressed sensing.
In manual inspection method: railway worker relies on the experience of oneself, carries out manual inspection to track, to judge that fastener damages
Position.
In conclusion the research in terms of there is presently no directly damage fastener location determination is carried out using system dynamic characteristic
Achievement.
Summary of the invention
The purpose of the present invention is to overcome the above shortcomings and to provide a kind of detection methods of determining damage fastener position.
The detection method for determining damage fastener position, includes the following steps:
Step 1, sensitive indicator limit value calculate:
Make first with Imitating:
1) car body uses 10 freedom degree rigid models, i.e., car body and bogie consider that wheel is to only examining vertically with displacement of nodding
Consider vertical displacement, bogie and wheel are connected with a system with secondary suspension respectively between, compartment and bogie；
2) the Euler beam form of rail both ends freely-supported is quasi-, the equidistant discrete distribution of fastener below rail, using spring-resistance
Buddhist nun's unit simulation；
3) solid concrete roabed is cast in tunnel-liner, and the two is simulated with the Timoshenko beam of a both ends freely-supported,
The soil body is considered as uniformly distributed spring-damping element and is connected directly with lining cutting；
4) rail state is ideal, does not consider track irregularity；
5) it is 0 that fastener and rail, which are detached from rigidity value, when fastener damages；
Do following parameter definition:
vcFor car body vertical displacement, unit symbol m；
ψcIt nods displacement for car body, unit symbol rad；
mcFor car body mass, unit symbol kg；
JcFor car body rotary inertia, unit symbol kgm2；
k2For secondary suspension rigidity, unit symbol N/m；
c2For secondary suspension damping, unit symbol Ns/m；
mbFor bogie quality, unit symbol kg；
JbFor bogie rotary inertia, unit symbol kgm2；
vbFor the vertical displacement of bogie, unit symbol m；
ψbIt nods displacement for bogie, unit symbol rad；
k1For single stage suspension rigidity, unit symbol N/m；
c1For single stage suspension damping, unit symbol Ns/m；
zwi(i=1 ..., 4) is the vertical displacement of four wheels pair, unit symbol m；
ErIrFor rail bending stiffness, unit symbol Nm2；
ρrArFor rail distributed mass, unit symbol kg/m；
ρhAhFor the distributed mass of railway roadbed and lining cutting, unit symbol kg/m；
κAhGhFor railway roadbed and lining cutting entirety shearing rigidity, unit symbol N；
EhIhFor railway roadbed and lining cutting entirety bending stiffness, unit symbol Nm2；
kgFor ground equivalent stiffness, unit symbol N/m；
cgFor ground equivalent damping, unit symbol Ns/m；
Based on dAlembert principle, the power balance equation for establishing train is as follows:
In formula: M, C and K are respectively the mass matrix, damping matrix and stiffness matrix of train；V is the motion vector of train,
Including car body vertical displacement vcψ is displaced with noddingc, bogie vertical displacement vbψ is displaced with noddingb、The vertical position of four wheels pair
Move zwi(i=1 ..., 4)；Subscript " ˙ " He " ˙ ˙ " respectively indicates the single order and two order derivatives being displaced about the time；F is each portion of train
External force matrix suffered by point；
Rail is intended by the Euler beam form of both ends freely-supported, governing equation are as follows:
In formula: vrFor rail vertical displacement, unit symbol m；
xrs,jFor the position of j-th of fastener, unit symbol m；
nrsFor fastener quantity；
xw,iIt (t) is the i-th wheel to t moment position；
ncFor train marshalling list quantity；
Prs,jFor the fastener power of j-th of fastener,
Wherein: KrsFor fastener rigidity, unit symbol N/m；
CrsFor fastener damping, unit symbol Ns/m；
Pa,i(xw,iIt (t)) is the wheel-rail contact force of the wheel pair of a vehicle i-th, Pa,i(xw,i(t))=Kwr(zw,a,i(t)-ε
(xw,a,i)vr(xw,a,i,t))
Wherein: KwrFor Wheel Rail Contact rigidity, unit symbol N/m；
Railway roadbed poured with lining cutting it is integral, it is quasi- using both ends freely-supported Timoshenko beam form:
In formula:
Fh(x, t) is vertical external force suffered by railway roadbed lining cutting entirety, unit symbol N；
mh(x, t) is additional moment of flexure suffered by railway roadbed lining cutting entirety, unit symbol Nm；
ρhFor the density of railway roadbed lining cutting entirety, unit symbol kg/m3；
IhFor the cross sectional moment of inertia of railway roadbed lining cutting entirety, unit symbol m4；
vhFor the corner displacement of railway roadbed lining cutting entirety, unit symbol m；
ΦhFor the corner displacement of railway roadbed lining cutting entirety, unit symbol rad；
The ordinary differential vibration equation of rail and lining cutting can be respectively obtained by Orthogonal Decomposition using mode superposition method, it will
It introduces single fastener damage, damages fastener position x with train body formula simultaneous0Locating fastener rigidity is 0, obtains car body head
The vertical acceleration of car body when wheel is by above damage positionAs sensitive indicator limit value；
The differentiation of step 2, damage position:
Track is patrolled track when fastener damage being not present after maintenance with constant speed there are in the case where irregularity
Inspection acquires the vertical acceleration information of car body, and as primary dataOperation a period of time carries out inspection again to track,
Obtain the vertical acceleration of car bodyObtain the difference curve of front and back twice
IfThen this section track fastener in order, does not have fastener degree of impairment；
IfThen there are single fasteners to damage for this section, and damages fastener position
NamelyMeet in curveCurved section in first peak point pair
The x position answered；
IfThen there is continuous multiple fastener damages, and first damage button in this section
Part position is namelyMeet in curveCurved section in first peak point pair
The x position answered；
Fastener damages if it does not exist, then willAs the primary data detected next time；It is damaged if there is fastener,
After being first replaced to damage fastener, then the data that detect are as next primary data, and so on.
As preferred: when fastener is not exclusively broken or generates other damages, fastener rigidity and damping can use β KrsWith
βCrsIt indicates；
In formula: KrsFor fastener rigidity, unit symbol N/m；
CrsFor fastener damping, unit symbol Ns/m；
β is reduction coefficient, and 0≤β≤1；
By β KrsWith β CrsIt brings step 1 into and obtains limit value, recycle step 2 judges to damage fastener position.
The beneficial effects of the present invention are: this patent establishes subway solid concrete roabed track coupling model, it is based on structural dynamic
Theory establishes subway train-solid concrete roabed (tunnel-liner)-soil body model of coupling, and it is perpendicular to introduce sensitive indicator car body
To acceleration a and the case where fastener rigidity is 0 is damaged, calculates sensitive indicator limit value.So that present invention may apply to single
The operating condition of fastener damage and the damage of multiple fasteners.
It can be according to the actual parameter of subway line and vehicle, such as car body mass mc, car body rotary inertia Jc, secondary suspension
Rigidity k2, secondary suspension damp c2, bogie quality mb, bogie rotary inertia Jb, single stage suspension rigidity k1, single stage suspension damping
c1, rail bending stiffness ErIr, rail distributed mass ρrAr, fastener stiffness Krs, fastener damp Crs, Wheel Rail Contact stiffness Kwr, railway roadbed
With the distributed mass ρ of lining cuttinghAh, railway roadbed and lining cutting entirety shearing rigidity κ AhGh, railway roadbed and lining cutting entirety bending stiffness EhIh,
Base equivalent stiffness kg, ground equivalent damping cg, the limit value of sensitive indicator can be calculated.
Based on the calculated result of sensitive indicator limit value, according to the successively difference curve of the vertical acceleration of car body twice, make to detain
Effect caused by part damages is more obvious, judges fastener damage position with this.
There is track irregularity in a practical situation, the data of acquisition tend not to directly show that damage fastener causes
Influence.
Under normal circumstances, the detection of fastener damage can be converted to frequency domain letter using manual inspection, or by time-domain signal
Number judged, but it is time-consuming and laborious in this way therefore simple and convenient to the detection of rail clip using the method for this patent, it ensures
The traffic safety of subway.
This patent judges rail clip damage position have prevention to engineering, refer to by the calculating of theoretical formula
Effect is led, and the research for related rail clip damage from now on provides theoretical basis.
Detailed description of the invention
Fig. 1 is underground railway track solid concrete roabed fastener damage plan of the present invention；
Fig. 2 is subway train-solid concrete roabed (tunnel-liner) of the present invention-soil body coupling analysis computation model；
Fig. 3 is car body vertical accelerating curve when the present invention is damaged without fastener；
Fig. 4 is car body vertical accelerating curve when the present invention has the damage of single fastener；
Fig. 5 is sensitive indicator curve when the present invention is applied to single fastener damage check；
Fig. 6 is car body vertical accelerating curve when the present invention has the damage of multiple fasteners；
Fig. 7 is sensitive indicator curve when the present invention is applied to multiple continuous fastener damage checks.
Specific embodiment
The present invention is described further below with reference to embodiment.The explanation of following embodiments is merely used to help understand this
Invention.It should be pointed out that for those skilled in the art, without departing from the principle of the present invention, also
Can be with several improvements and modifications are made to the present invention, these improvement and modification also fall into the protection scope of the claims in the present invention
It is interior.
Subway train-solid concrete roabed (tunnel-liner)-soil body model of coupling is established based on theory of structural dynamics,
And the case where vertical acceleration a of sensitive indicator car body and damage fastener rigidity are 0 is introduced, calculate sensitive indicator limit value.
Using the difference of sensitive indicator curve, calculating analysis obtain the specific location of single injury fastener twice before and after inspection car
With the position range when damage of more fasteners.
1. sensitive indicator limit value
Before studying sensitive indicator limit value, make with Imitating:
(1) car body uses 10 freedom degree rigid models, i.e., car body and bogie consider that wheel is to only examining vertically with displacement of nodding
Consider vertical displacement, bogie and wheel are connected with a system with secondary suspension respectively between, compartment and bogie.
(2) the Euler beam form of rail both ends freely-supported is quasi-, the equidistant discrete distribution of fastener below rail, using spring-resistance
Buddhist nun's unit simulation.
(3) solid concrete roabed is cast in tunnel-liner, and the two is simulated with the Timoshenko beam of a both ends freely-supported,
The soil body is considered as uniformly distributed spring-damping element and is connected directly with lining cutting.
(4) rail state is ideal, does not consider track irregularity.
(5) fastener is shown in Fig. 1 with rail disengaging rigidity value for 0 when fastener damages.
Subway train-solid concrete roabed (tunnel-liner)-soil body model of coupling is shown in Fig. 2.In figure:
vcFor car body vertical displacement, unit symbol m；
ψcIt nods displacement for car body, unit symbol rad；
mcFor car body mass, unit symbol kg；
JcFor car body rotary inertia, unit symbol kgm2；
k2For secondary suspension rigidity, unit symbol N/m；
c2For secondary suspension damping, unit symbol Ns/m；
mbFor bogie quality, unit symbol kg；
JbFor bogie rotary inertia, unit symbol kgm2；
vbFor the vertical displacement of bogie, unit symbol m；
ψbIt nods displacement for bogie, unit symbol rad；
k1For single stage suspension rigidity, unit symbol N/m；
c1For single stage suspension damping, unit symbol Ns/m；
zwi(i=1 ..., 4) is the vertical displacement of four wheels pair, unit symbol m；
ErIrFor rail bending stiffness, unit symbol Nm2；
ρrArFor rail distributed mass, unit symbol kg/m；
ρhAhFor the distributed mass of railway roadbed and lining cutting, unit symbol kg/m；
κAhGhFor railway roadbed and lining cutting entirety shearing rigidity, unit symbol N；
EhIhFor railway roadbed and lining cutting entirety bending stiffness, unit symbol Nm2；
kgFor ground equivalent stiffness, unit symbol N/m；
cgFor ground equivalent damping, unit symbol Ns/m；
Based on dAlembert principle, the power balance equation for establishing train is as follows[12]:
In formula: M, C and K are respectively the mass matrix, damping matrix and stiffness matrix of train；V is the motion vector of train,
Including car body vertical displacement vcψ is displaced with noddingc, bogie vertical displacement vbψ is displaced with noddingb, four wheels pair vertical position
Move zwi(i=1 ..., 4).Subscript " ˙ " He " ˙ ˙ " respectively indicates the single order and two order derivatives being displaced about the time；F is each portion of train
External force matrix suffered by point.
Rail is intended by the Euler beam form of both ends freely-supported, governing equation are as follows:
In formula: vrFor rail vertical displacement, unit symbol m；
xrs,jFor the position of j-th of fastener, unit symbol m；
nrsFor fastener quantity；
xw,iIt (t) is the i-th wheel to t moment position；
ncFor train marshalling list quantity；
Prs,jFor the fastener power of j-th of fastener,
Wherein: KrsFor fastener rigidity, unit symbol N/m；
CrsFor fastener damping, unit symbol Ns/m；
Pa,i(xw,iIt (t)) is the wheel-rail contact force of the wheel pair of a vehicle i-th, Pa,i(xw,i(t))=Kwr(zw,a,i(t)-ε
(xw,a,i)vr(xw,a,i,t))
Wherein: KwrFor Wheel Rail Contact rigidity, unit symbol N/m；
In formula: lrFor rail length, unit symbol m；
Railway roadbed poured with lining cutting it is integral, it is quasi- using both ends freely-supported Timoshenko beam form:
In formula:
Fh(x, t) is vertical external force suffered by railway roadbed lining cutting entirety, unit symbol N；
mh(x, t) is additional moment of flexure suffered by railway roadbed lining cutting entirety, unit symbol Nm；
ρhFor the density of railway roadbed lining cutting entirety, unit symbol kg/m3；
IhFor the cross sectional moment of inertia of railway roadbed lining cutting entirety, unit symbol m4；
vhFor the vertical displacement of railway roadbed lining cutting entirety, unit symbol m；
ΦhFor the corner displacement of railway roadbed lining cutting entirety, unit symbol rad；
The ordinary differential vibration equation of rail and lining cutting can be respectively obtained by Orthogonal Decomposition using mode superposition method, it will
It introduces single fastener damage, damages fastener position x with train body formula simultaneous0Locating fastener rigidity is 0, obtains car body head
The vertical acceleration of car body when wheel is by above damage positionAs sensitive indicator limit value.
2. the differentiation of damage position
Track is patrolled track when fastener damage being not present after maintenance with constant speed there are in the case where irregularity
Inspection acquires the vertical acceleration information of car body, and as primary dataOperation a period of time carries out inspection again to track,
Obtain the vertical acceleration of car bodyObtain the difference curve of front and back twice
IfThen this section track fastener in order, does not have fastener degree of impairment；
IfThen there are single fasteners to damage for this section, and damages fastener position
NamelyMeet in curveCurved section in first peak point pair
The x position answered；
IfThen there is continuous multiple fastener damages, and first damage button in this section
Part position is namelyMeet in curveCurved section in first peak point pair
The x position answered；
Fastener damages if it does not exist, then willAs the primary data detected next time.It is damaged if there is fastener,
After being first replaced to damage fastener, then the data that detect are as next primary data, and so on.
Using Hangzhou Subway Line 1 rain model and orbit parameter as model parameter, vehicle chooses Type B vehicle, compartment and
There is secondary suspension between bogie, bogie and wheel have single stage suspension between.Rail is quasi- with Euler beam form, solid concrete roabed and lining
Build, progress sample calculation analysis quasi- with Timoshenko beam form.
Limit value calculates
Selection speed is 20m/s, track irregularity is not present, and mileage is the fastener rigidity and damping at 125.3125m
It is 0, establishes the calculating that model carries out sensitive indicator limit value.At this time as the vertical acceleration of the car body of sensitive indicator And
The location determination of single fastener damage
When track is there are fastener damage in the case of irregularity, is not present, the vertical acceleration value curve such as Fig. 3 of car body.
Model is established, the fastener being located at 117.1875m is chosen and produces fracture damage, at this time the vertical accelerating curve of car body such as Fig. 4.
Corresponding differential chart 5 is obtained using Fig. 3 and Fig. 4, Fig. 5 can be used as the judgment basis of fastener damage.
As shown in Figure 5: there is satisfactionCurved section, respectively abscissa
5.854s nearby and 6.484s nearby two curved sections, and 5.854s be first curved section peak point, corresponding mileage
Value is 5.854s × 20m/s=117.08m, is coincide with default fastener damage position.
The location determination of more fastener damages
When track is there are fastener damage in the case of irregularity, is not present, the vertical acceleration value curve such as Fig. 3 of car body.
Model is established, chooses and produces fracture damage positioned at continuous fastener at 117.1875m and 118.125m two, car body vertically accelerates at this time
Write music line such as Fig. 6.
Corresponding differential chart 7 is obtained using Fig. 3 and Fig. 6, Fig. 7 can be used as the judgment basis of fastener damage.
As shown in Figure 7: there is satisfactionCurved section, respectively abscissa
5.858s nearby and 6.488s nearby two curved sections, and 5.858s be first curved section peak point, corresponding mileage
Value is 5.858s × 20m/s=117.16m, is coincide with first fastener damage position is preset.
Numerical results show that the present invention can accurately judge the position that fastener is damaged in track on theoretic, are track
Inspection provides new short-cut method, helps to reduce underground railway track operation and maintenance cost.
Claims (2)
1. a kind of detection method of determining damage fastener position, which comprises the steps of:
Step 1, sensitive indicator limit value calculate:
Make first with Imitating:
1) car body uses 10 freedom degree rigid models, i.e. car body and bogie considers vertically to take turns perpendicular to only considering with displacement of nodding
To displacement, bogie and wheel are connected with a system with secondary suspension respectively between, compartment and bogie；
2) the Euler beam form of rail both ends freely-supported is quasi-, the equidistant discrete distribution of fastener below rail, using spring-damper list
Member simulation；
3) solid concrete roabed is cast in tunnel-liner, and the two is simulated with the Timoshenko beam of a both ends freely-supported, the soil body
It is considered as uniformly distributed spring-damping element to be connected directly with lining cutting；
4) rail state is ideal, does not consider track irregularity；
5) it is 0 that fastener and rail, which are detached from rigidity value, when fastener damages；
Do following parameter definition:
vcFor car body vertical displacement, unit symbol m；
ψcIt nods displacement for car body, unit symbol rad；
mcFor car body mass, unit symbol kg；
JcFor car body rotary inertia, unit symbol kgm2；
k2For secondary suspension rigidity, unit symbol N/m；
c2For secondary suspension damping, unit symbol Ns/m；
mbFor bogie quality, unit symbol kg；
JbFor bogie rotary inertia, unit symbol kgm2；
vbFor the vertical displacement of bogie, unit symbol m；
ψbIt nods displacement for bogie, unit symbol rad；
k1For single stage suspension rigidity, unit symbol N/m；
c1For single stage suspension damping, unit symbol Ns/m；
zwi(i=1 ..., 4) is the vertical displacement of four wheels pair, unit symbol m；
ErIrFor rail bending stiffness, unit symbol Nm2；
ρrArFor rail distributed mass, unit symbol kg/m；
ρhAhFor the distributed mass of railway roadbed and lining cutting, unit symbol kg/m；
κAhGhFor railway roadbed and lining cutting entirety shearing rigidity, unit symbol N；
EhIhFor railway roadbed and lining cutting entirety bending stiffness, unit symbol Nm2；
kgFor ground equivalent stiffness, unit symbol N/m；
cgFor ground equivalent damping, unit symbol Ns/m；
Based on dAlembert principle, the power balance equation for establishing train is as follows:
In formula: M, C and K are respectively the mass matrix, damping matrix and stiffness matrix of train；V is the motion vector of train, including
Car body vertical displacement vcψ is displaced with noddingc, bogie vertical displacement vbψ is displaced with noddingb, four wheels pair vertical displacement zwi
(i=1 ..., 4)；Subscript " ˙ " He " ˙ ˙ " respectively indicates the single order and two order derivatives being displaced about the time；F is train each section institute
The external force matrix received；
Rail is intended by the Euler beam form of both ends freely-supported, governing equation are as follows:
In formula: vrFor rail vertical displacement, unit symbol m；
xrs,jFor the position of j-th of fastener, unit symbol m；
nrsFor fastener quantity；
xw,iIt (t) is the i-th wheel to t moment position；
ncFor train marshalling list quantity；
Prs,jFor the fastener power of j-th of fastener,
Wherein: KrsFor fastener rigidity, unit symbol N/m；
CrsFor fastener damping, unit symbol Ns/m；
Pa,i(xw,iIt (t)) is the wheel-rail contact force of the wheel pair of a vehicle i-th, Pa,i(xw,i(t))=Kwr(zw,a,i(t)-ε(xw,a,i)vr
(xw,a,i,t))
Wherein: KwrFor Wheel Rail Contact rigidity, unit symbol N/m；
Railway roadbed poured with lining cutting it is integral, it is quasi- using both ends freely-supported Timoshenko beam form:
In formula:
Fh(x, t) is vertical external force suffered by railway roadbed lining cutting entirety, unit symbol N；
mh(x, t) is additional moment of flexure suffered by railway roadbed lining cutting entirety, unit symbol Nm；
ρhFor the density of railway roadbed lining cutting entirety, unit symbol kg/m3；
IhFor the cross sectional moment of inertia of railway roadbed lining cutting entirety, unit symbol m4；
vhFor the corner displacement of railway roadbed lining cutting entirety, unit symbol m；
ΦhFor the corner displacement of railway roadbed lining cutting entirety, unit symbol rad；
The ordinary differential vibration equation of rail and lining cutting can be respectively obtained by Orthogonal Decomposition using mode superposition method, by its with
Train body formula simultaneous introduces single fastener damage, damages fastener position x0Locating fastener rigidity is 0, obtains car body first run warp
The vertical acceleration of car body when crossing above damage positionAs sensitive indicator limit value；
The differentiation of step 2, damage position:
Track carries out inspection to track when fastener damage being not present after maintenance there are in the case where irregularity with constant speed,
The vertical acceleration information of car body is acquired, and as primary dataOperation a period of time carries out inspection again to track, obtains
To the vertical acceleration of car bodyObtain the difference curve of front and back twice
IfThen this section track fastener in order, does not have fastener degree of impairment；
IfThen there are single fasteners to damage for this section, and damages fastener position also
It isMeet in curveCurved section in first peak point it is corresponding
X position；
IfThen there is continuous multiple fastener damages, and first damage fastener position in this section
It sets namelyMeet in curveCurved section in the corresponding x of first peak point
Position；
Fastener damages if it does not exist, then willAs the primary data detected next time；It is damaged if there is fastener, first to damage
Hurt after fastener is replaced, then primary data of the data detected as next time, and so on.
2. the detection method of determining damage fastener position according to claim 1, which is characterized in that when fastener is not exclusively disconnected
When splitting or generating other damages, fastener rigidity and damping can use β KrsWith β CrsIt indicates；
In formula: KrsFor fastener rigidity, unit symbol N/m；
CrsFor fastener damping, unit symbol Ns/m；
β is reduction coefficient, and 0≤β≤1；
By β KrsWith β CrsIt brings step 1 into and obtains limit value, recycle step 2 judges to damage fastener position.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110936977A (en) * | 2019-11-15 | 2020-03-31 | 华东交通大学 | Method for detecting loosening of fastener of high-speed ballastless track structure |
| CN112829789A (en) * | 2020-12-31 | 2021-05-25 | 浙大城市学院 | Method for monitoring damage of rail fastener |
| CN114707205A (en) * | 2022-03-08 | 2022-07-05 | 浙大城市学院 | Track foundation differential settlement identification method based on GRU neural network |
| CN116086292A (en) * | 2023-04-12 | 2023-05-09 | 中国铁建高新装备股份有限公司 | Fastener bolt position detection method and engineering truck |
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| CN110936977A (en) * | 2019-11-15 | 2020-03-31 | 华东交通大学 | Method for detecting loosening of fastener of high-speed ballastless track structure |
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| CN114707205A (en) * | 2022-03-08 | 2022-07-05 | 浙大城市学院 | Track foundation differential settlement identification method based on GRU neural network |
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| CN116086292A (en) * | 2023-04-12 | 2023-05-09 | 中国铁建高新装备股份有限公司 | Fastener bolt position detection method and engineering truck |
| CN116086292B (en) * | 2023-04-12 | 2023-08-15 | 中国铁建高新装备股份有限公司 | Fastener bolt position detection method and engineering truck |
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