CN110243329A - A kind of Light-pier railroad bridge lateral displacement measurement method - Google Patents
A kind of Light-pier railroad bridge lateral displacement measurement method Download PDFInfo
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- CN110243329A CN110243329A CN201910553559.XA CN201910553559A CN110243329A CN 110243329 A CN110243329 A CN 110243329A CN 201910553559 A CN201910553559 A CN 201910553559A CN 110243329 A CN110243329 A CN 110243329A
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Abstract
The invention belongs to railroad bridge detection field, especially a kind of Light-pier railroad bridge lateral displacement measurement method.Lateral total displacement is decomposed into the dynamic displacement component of high frequency and the pseudo- static displacement component of low frequency, one is the acceleration information on direction of vibration, then measures dynamic displacement component with finite impulse response filter；The acceleration of the vertical direction and direction of vibration measured using two accelerometers, pseudo- static tilt angle is obtained by simple consecutive mean filter attenuation dynamic component, pseudo- static displacement component is then converted for low frequency inclination data using the amount of deflection of cantilever nose and corner formula.Final superposition dynamic displacement component and pseudo- static displacement component, obtain lateral total displacement.Method provided by the invention is mainly made of measurement high frequency dynamic displacement and low frequency puppet static displacement, may be implemented to be not provided with to measure Light-pier railroad bridge lateral displacement in the case where reference point, detects railroad bridge state, control railway security transport.
Description
Technical field
The invention belongs to railroad bridge detection field, especially a kind of Light-pier railroad bridge lateral displacement measurement method.
Background technique
20th century 70 to the eighties devises many seats to save material and adapt to soft soil foundation in new line construction
Light-pier simply supported girder bridge, span are generally 8-32m, and this bridge structure form is in China's Existing Railway Bridges, especially shipping
Using very wide on route.
Since train running speed is lower before the nineties, freight volume is little, and the dynamic response of railroad bridge is little, therefore beam
Not prominent enough with the unmatched contradiction of pier lateral stiffness, with the continuous increase of total volume of railway freight, this contradiction obviously exposes
Come.Most of Light-pier bridge lateral amplitude is bigger than normal, affects the traffic safety and quantity of operation of train, will lead to column when serious
Vehicle derailing and bridge damage, hinder the smooth implementation of railway speed increase plan.
Bridge defect reason is further verified, status information and measured data of the bridge in train under, railway are obtained
Work business detection department usually needs to carry out Light-pier bridge thematic vibration test.Existing measurement method mostly uses vialog and light
Instrument measurement bridge acceleration and displacement are scratched in electrical measurement, are then compared with " railroad bridge calibrating standardizes " limit value.It cannot be distinguished non-
The dynamic displacement component of high frequency caused by equilibrant force and the pseudo- static displacement component of low frequency.
Summary of the invention
Technical problem solved by the invention is to provide a kind of Light-pier railroad bridge lateral displacement measurement method.
The technical solution for realizing the aim of the invention is as follows:
A kind of Light-pier railroad bridge lateral displacement measurement method is displaced the estimation technique using no reference, total lateral displacement
It is decomposed into the dynamic displacement component of high frequency and the pseudo- static displacement component of low frequency, measures, calculate respectively, by pseudo- static displacement point
Amount is superimposed with dynamic displacement component, show that overall estimate is displaced.
Further, the method specifically comprises the following steps:
(1) finite impulse response filter is used, the acceleration on the direction of vibration that measures in limited time interval is passed through
Linear combination carry out approximate evaluation and go out dynamic displacement component；
(2) acceleration for the vertical direction and direction of vibration measured using two accelerometers, passes through simple consecutive mean
Filter attenuation dynamic component obtains pseudo- static tilt angle, then using the amount of deflection of cantilever nose and corner formula by low frequency inclination angle
Data are converted into pseudo- static displacement component；
(3) pseudo- static displacement component and dynamic displacement component is superimposed, show that overall estimate is displaced.
Further, the calculation method of dynamic displacement component is as follows in the step (1):
Wherein ΔdThe dynamic displacement of=estimation；Δ t=incremental time；The unit matrix of I=(2k+3) rank；=measure
Vibration acceleration；L=La*Lc, L=diagonal line weighting matrix；LaThe diagonal weight matrix of=(2k+1) rank；Lc=(2k+1) *
(2k+3) rank linear algebra operator matrix；λ=optimal regularization factors；With C=Displacement Estimation coefficient matrix.Regularization function energy
Inhibit the noise jamming component in reconstruct displacement；
Optimal regularization factors formula are as follows:
λ=46.81N-1.95 (4)
Wherein N=corresponds to the quantity of the data point of finite time window.
Further, the circular of the pseudo- static displacement component of the step (2) is as follows:
According to the inclination angle on two acceleration directions, one of direction is direction of vibration, another is vertical direction,
Pseudo- static tilt angle is obtained by simple consecutive mean (SMA) filter attenuation dynamic component again, the derivation of equation is recycled to go out puppet
Static displacement；Derivation formula is such as shown in (5) (6) (7):
Wherein ΔpThe pseudo- static displacement of=estimation；θpPseudo- static tilt angle；P=acts on the power at end；L=length
Degree；E=elasticity modulus；
Wherein θtTotal inclination angle comprising dynamic and pseudo- static component；The i-th time step of i=；J=is taken since 0 to n-1's
J-th of points；N=averagely counting；
AXWhen being sensor perturbations, projection of the gravity acceleration g in the x-axis of sensor, equal to the x-axis and water of sensor
The sine of angle, θ between flat axis, AyIt is the projection of the gravitational vectors in y-axis, equal between the y-axis and trunnion axis of sensor
The cosine of angle, θ.
Further, the calculation method that overall estimate is displaced in the step (3) is as follows:
Δt=Δd+Δp (10)
Wherein ΔtOverall estimate displacement；ΔdDynamic estimation displacement；ΔpPseudo- static estimation displacement.
Compared with prior art, the present invention its remarkable advantage is as follows:
(1) Light-pier railroad bridge lateral displacement measurement method provided by the invention mainly has measurement high frequency dynamic displacement
It is formed with low frequency puppet static displacement, may be implemented to be not provided with to measure Light-pier railroad bridge transverse direction position in the case where reference point
It moves, detects railroad bridge state, control railway security transport.
(2) measurement method provided by the invention that lower Light-pier railroad bridge lateral displacement is acted on based on unbalanced load,
Lateral Vibration of such bridge under train effect is analyzed, further to train operational safety, riding comfort and bridge
Beam dynamic response etc. carries out comprehensive analysis.
Detailed description of the invention
Fig. 1 Light-pier railroad bridge lateral displacement schematic diagram of the present invention.
Fig. 2 Light-pier railroad bridge lateral displacement measurement method flow diagram of the present invention.
Specific embodiment
Present invention is further described in detail with reference to the accompanying drawing.
The present invention relates to a kind of Light-pier railroad bridge lateral displacement measurement methods.This method specifically: will lateral total position
Shifting is decomposed into two parts: the dynamic displacement component of high frequency and the pseudo- static displacement component of low frequency.It is added using contact
Speedometer acquires two class data, and one is the acceleration information on direction of vibration, then filter with finite impulse response (FIR) (FIR)
Wave device measures dynamic displacement component；The acceleration of the vertical direction and direction of vibration measured using two accelerometers, passes through letter
Single action state average filter Regime during recession component obtains pseudo- static tilt angle, then uses the amount of deflection and corner formula of cantilever nose
Pseudo- static displacement component is converted by low frequency inclination data.Final superposition dynamic displacement component and pseudo- static displacement component, obtain
Lateral total displacement.
Dynamic displacement is measured according to the acceleration information along direction of vibration.Using finite impulse response (FIR) (FIR) filter,
It can measure high frequency dynamic displacement by the linear combination of the direction of vibration acceleration measured in limited time interval.Formula
As shown in (1):
Wherein ΔdThe dynamic displacement of=estimation；Δ t=incremental time；The unit matrix of I=(2k+3) rank；=measure
Vibration acceleration；L=La*Lc, L=diagonal line weighting matrix；LaThe diagonal weight matrix of=(2k+1) rank；
Lc=(2k+1) * (2k+3) rank linear algebra operator matrix；λ=optimal regularization factors；With C=Displacement Estimation system
Matrix number.Regularization function can inhibit the noise jamming component in reconstruct displacement.
Optimal regularization factors formula are as follows:
λ=46.81N-1.95(4)
Wherein N=corresponds to the quantity of the data point of finite time window.
According to the inclination angle on two acceleration directions, one of direction is direction of vibration, another is vertical direction.
Pseudo- static tilt angle is obtained by simple consecutive mean (SMA) filter attenuation dynamic component again, the derivation of equation is recycled to go out puppet
Static displacement.Derivation formula is such as shown in (5) (6) (7):
Wherein ΔpThe pseudo- static displacement of=estimation；θpPseudo- static tilt angle；P=acts on the power at end；L=length
Degree；E=elasticity modulus.
Wherein θtTotal inclination angle comprising dynamic and pseudo- static component；The i-th time step of i=；J=is taken since 0 to n-1's
J-th of points；N=averagely counting (size for the window that is averaged).
AXWhen being sensor perturbations, projection of the gravity acceleration g in the x-axis of sensor, be equal to sensor x-axis with
The sine of angle, θ between trunnion axis.AyIt is the projection of the gravitational vectors in y-axis.It is equal to sensor y-axis and trunnion axis it
Between angle, θ cosine.
Δt=Δd+Δp (10)
Wherein ΔtOverall estimate displacement；ΔdDynamic estimation displacement；ΔpPseudo- static estimation displacement.
Formula (1) is the formula for measuring high frequency dynamic displacement component.
Formula (7) is the formula for measuring low frequency puppet static displacement component.
Formula (10) is the formula that overlapped high-frequency dynamic displacement and low frequency puppet static displacement find out lateral total displacement.
It is engineering background the present invention is based on the lateral displacement of Lightweight Railway-bridge Pier under High-speed Train Loads, one kind is provided and is based on
Unbalanced load acts on the measurement method of lower Light-pier railroad bridge lateral displacement, analyzes cross of such bridge under train effect
To vibration mechanism, comprehensive analysis further is carried out to train operational safety, riding comfort and bridge dynamic response etc.,
Technical support is provided for China's Existing Railway Bridges improvement project.
Claims (5)
1. a kind of Light-pier railroad bridge lateral displacement measurement method, which is characterized in that the estimation technique is displaced using no reference, total
Lateral displacement is decomposed into the dynamic displacement component of high frequency and the pseudo- static displacement component of low frequency, measures, calculates respectively, will be pseudo- quiet
State displacement component and dynamic displacement component are superimposed, show that overall estimate is displaced.
2. the method according to claim 1, wherein specifically comprising the following steps:
(1) finite impulse response filter is used, the line of the acceleration on the direction of vibration that measures in limited time interval is passed through
Property combination come approximate evaluation go out dynamic displacement component；
(2) acceleration for the vertical direction and direction of vibration measured using two accelerometers, is filtered by simple consecutive mean
Device Regime during recession component obtains pseudo- static tilt angle, then using the amount of deflection of cantilever nose and corner formula by low frequency inclination data
It is converted into pseudo- static displacement component；
(3) pseudo- static displacement component and dynamic displacement component is superimposed, show that overall estimate is displaced.
3. according to the method described in claim 2, it is characterized in that, in the step (1) dynamic displacement component calculation method
It is as follows:
Wherein ΔdThe dynamic displacement of=estimation；Δ t=incremental time；The unit matrix of I=(2k+3) rank； L=La*Lc, L=diagonal line weighting matrix；LaThe diagonal weight matrix of=(2k+1) rank；Lc=(2k+1) * (2k+
3) rank linear algebra operator matrix；λ=optimal regularization factors；With C=Displacement Estimation coefficient matrix；Regularization function can inhibit
Noise jamming component in reconstruct displacement；
Optimal regularization factors formula are as follows:
λ=46.81N-1.95 (4)
Wherein N=corresponds to the quantity of the data point of finite time window.
4. according to the method described in claim 3, it is characterized in that, the specific calculating of the step (2) puppet static displacement component
Method is as follows:
According to the inclination angle on two acceleration directions, one of direction is direction of vibration, another is vertical direction, then is led to
It crosses simple consecutive mean filter attenuation dynamic component and obtains pseudo- static tilt angle, the derivation of equation is recycled to go out pseudo- static displacement；
Derivation formula is such as shown in (5) (6) (7):
Wherein ΔpThe pseudo- static displacement of=estimation；θpPseudo- static tilt angle；P=acts on the power at end；L=length；E=
The elasticity modulus of stake；
Wherein θtTotal inclination angle comprising dynamic and pseudo- static component；The i-th time step of i=；J=is taken since 0 to j-th of n-1
Points；N=averagely counting；
AXWhen being sensor perturbations, projection of the gravity acceleration g in the x-axis of sensor, equal to the x-axis and trunnion axis of sensor
Between angle, θ sine, AyIt is the projection of the gravitational vectors in y-axis, equal to the angle between the y-axis and trunnion axis of sensor
The cosine of θ.
5. according to the method described in claim 4, it is characterized in that, in the step (3) overall estimate be displaced calculation method such as
Under:
Δt=Δd+Δp (10)
Wherein ΔtOverall estimate displacement；ΔdDynamic estimation displacement；ΔpPseudo- static estimation displacement.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111220110A (en) * | 2019-11-01 | 2020-06-02 | 浙江运达风电股份有限公司 | Tower top low-frequency vibration horizontal displacement monitoring method |
| CN112697373A (en) * | 2021-01-22 | 2021-04-23 | 扬州大学 | Method for estimating displacement of railway bridge with damaged component |
| CN112833837A (en) * | 2021-01-21 | 2021-05-25 | 扬州大学 | Method for estimating bridge displacement based on acceleration sensor |
| CN113358311A (en) * | 2021-06-03 | 2021-09-07 | 哈尔滨工业大学 | Plate/beam structure transverse displacement determination method based on limited measuring points and vibration modes |
-
2019
- 2019-06-25 CN CN201910553559.XA patent/CN110243329A/en active Pending
Non-Patent Citations (4)
| Title |
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| A. I. OZDAGLI 等: "Real-Time Reference-Free Displacement of Railroad Bridges during Train-Crossing Events", 《JOURNAL OF BRIDGE ENGINEERING》 * |
| HAE SUNG LEE 等: "Design of an FIR filter for the displacement reconstruction using measured acceleration in low-frequency dominant structures", 《INT.J.NUMER.METH.ENGNG》 * |
| XXX已失联: "加速度传感器检测物体倾角的原理", 《博客园》 * |
| 电子设计: "使用加速度计实现倾斜角度计算", 《电子发烧友网》 * |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111220110A (en) * | 2019-11-01 | 2020-06-02 | 浙江运达风电股份有限公司 | Tower top low-frequency vibration horizontal displacement monitoring method |
| CN111220110B (en) * | 2019-11-01 | 2021-11-12 | 浙江运达风电股份有限公司 | Tower top low-frequency vibration horizontal displacement monitoring method |
| CN112833837A (en) * | 2021-01-21 | 2021-05-25 | 扬州大学 | Method for estimating bridge displacement based on acceleration sensor |
| CN112833837B (en) * | 2021-01-21 | 2022-08-05 | 扬州大学 | Method for estimating bridge displacement based on acceleration sensor |
| CN112697373A (en) * | 2021-01-22 | 2021-04-23 | 扬州大学 | Method for estimating displacement of railway bridge with damaged component |
| CN113358311A (en) * | 2021-06-03 | 2021-09-07 | 哈尔滨工业大学 | Plate/beam structure transverse displacement determination method based on limited measuring points and vibration modes |
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