CN110274682B - Method and device for detecting track noise source and readable storage medium - Google Patents
Method and device for detecting track noise source and readable storage medium Download PDFInfo
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- CN110274682B CN110274682B CN201910546496.5A CN201910546496A CN110274682B CN 110274682 B CN110274682 B CN 110274682B CN 201910546496 A CN201910546496 A CN 201910546496A CN 110274682 B CN110274682 B CN 110274682B
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Abstract
The invention discloses a method and a device for detecting a track noise source and a readable storage medium, and relates to the technical field of signal processing. A method for detecting an orbit noise source comprises the following steps: predicting wheel rail noise and bridge structure noise of an elevated track section to be detected to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the elevated track section to be detected; and obtaining the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rail and the vibration response information of the bridge structure. After the noise contour line of the elevated track road section to be detected is obtained, the main distribution conditions of the wheel track noise source and the bridge structure noise source of the elevated track road section to be detected can be determined according to the noise contour line, and then corresponding vibration and noise reduction measures can be taken according to the noise source.
Description
Technical Field
The invention relates to the technical field of signal processing, in particular to a method and a device for detecting a track noise source and a readable storage medium.
Background
With the development of urban rail transit, as the elevated rail road line is built around residential areas and office areas, when a train runs on the elevated rail road line, noise is generated to influence surrounding users. In order to reduce noise, it is necessary to identify the source of the noise of the overhead track route. At present, a method for identifying a noise source of an overhead track route judges frequency domain distribution of noise through spectrum analysis, so that the noise source of the overhead track route is indirectly estimated. Therefore, the noise source of the overhead track route estimated by the indirect estimation method may deviate from the actual overhead track route.
Disclosure of Invention
The application provides a method and a device for detecting track noise sources and a readable storage medium, so as to accurately detect the noise sources of an overhead track section.
In order to achieve the above purpose, the embodiments of the present application are implemented as follows:
a first aspect of the embodiments of the present application provides a method for detecting a track noise source, including: predicting wheel rail noise and bridge structure noise of an elevated track section to be detected to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the elevated track section to be detected; and obtaining the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rail and the vibration response information of the bridge structure.
According to the scheme provided by the first aspect of the embodiment of the application, after the noise contour line of the overhead track section to be detected is obtained, the main distribution conditions of the wheel track noise source and the bridge structure noise source of the overhead track section to be detected can be determined according to the noise contour line, so that the technical effect of accurately detecting the noise source of the overhead track section can be realized, and then technical personnel in the field can take corresponding vibration and noise reduction measures according to the detected noise source.
In combination with the first aspect, an embodiment of the present application provides a first possible implementation manner of the first aspect, where the predicting of the wheel-rail noise and the noise of the bridge structure on the to-be-detected overhead track section is performed to obtain the vibration response information of the wheel, the vibration response information of the steel rail, and the vibration response information of the bridge structure corresponding to the to-be-detected overhead track section, includes: acquiring a rigid-flexible coupling model, and calculating the wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure; and calculating the wheel-rail force response according to ANSYS spectral analysis to obtain the vibration response information of the wheel, the vibration response information of the steel rail and the vibration response information of the bridge structure corresponding to the elevated track section to be detected.
In the first possible implementation manner of the first aspect provided by the embodiment of the present application, the situation of the to-be-detected overhead track section through which the train passes can be restored by performing simulation calculation on the rigid-flexible coupling model, so that an accurate wheel-rail force response is obtained. And then, calculating wheel-rail force response according to ANSYS spectral analysis (for example, response spectral analysis), so that the vibration response information of the train wheels, the vibration response information of the steel rail of the to-be-detected overhead rail road section and the vibration response information of the bridge structure of the to-be-detected overhead rail road section can be accurately obtained when the train passes through the to-be-detected overhead rail road section, and the finally detected noise source of the overhead rail road section is ensured to be accurate.
With reference to the first aspect or the first possible implementation manner of the first aspect, an embodiment of the present application provides a second possible implementation manner of the first aspect, where the obtaining a noise contour of the elevated track section to be detected based on the vibration response information of the wheel, the vibration response information of the steel rail, and the vibration response information of the bridge structure includes: performing noise calculation on the geometric information of the wheels and the vibration response information of the wheels, the geometric information of the steel rails and the vibration response information of the steel rails, and the geometric information of the bridge structure and the vibration response information of the bridge by a preset method to obtain the spatial distribution of wheel-rail noise and the spatial distribution of bridge structure noise; calculating and drawing a noise contour line with equal sound pressure level of the wheel track noise and the bridge structure noise according to the spatial distribution of the wheel track noise and the spatial distribution of the bridge structure noise; the noise contour line is used for determining that the noise source of the elevated track section to be detected is the wheel track noise or the bridge structure noise.
In the second possible implementation manner of the first aspect of the embodiment of the present application, the spatial distribution of the wheel-track noise and the spatial distribution of the bridge structure noise can be combined, a maximum track noise section of the overhead track section can be selected, points with equal sound pressure levels of the wheel-track noise and the bridge structure noise in the track noise section can be accurately calculated, and the points with equal sound pressure levels are connected to form a line (which may be connected by a straight line or a curved line), so as to draw a noise contour line. And then accurately detecting whether the noise source of the elevated track section is wheel track noise or bridge structure noise according to the noise contour line. Understandably, the spatial distribution of the space around the elevated rail road section mainly comprising the wheel-rail noise and the spatial distribution of the space around the elevated rail road section mainly comprising the bridge structure noise can be determined according to the noise contour lines.
With reference to the first aspect or the first possible implementation manner of the first aspect, an embodiment of the present application provides a third possible implementation manner of the first aspect, where before obtaining a rigid-flexible coupling model and calculating a wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model, the method further includes: establishing a finite element model of a rail-bridge in the ANSYS, comprising: a steel rail model of the ironwood Ciko beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, and a damping unit model of a fastener and a vibration isolator; and establishing the rigid-flexible coupling model based on the finite element model of the track-bridge.
In a third possible implementation manner of the first aspect of the embodiment of the present application, a finite element model of a rail-bridge may be established by a finite element analysis method, so as to simulate a specific structure of an elevated rail section to be detected. The established track-bridge finite element model can provide geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure for subsequent calculation.
With reference to the first aspect, in certain possible implementations, embodiments of the present application provide a fourth possible implementation of the first aspect, where the method further includes: and comparing the rigid-flexible coupling model and/or the finite element model of the track-bridge with a field test result, and adjusting parameters in the rigid-flexible coupling model according to the field test result to obtain an optimized rigid-flexible coupling model.
In a fourth possible implementation manner of the first aspect of the embodiment of the present application, the rail and bridge structure that is consistent with the section of the elevated track to be detected can be simulated by using the track-bridge finite element model. Further, a model of the sound receiving point can be established in accordance with field testing. Therefore, appropriate parameter optimization is carried out by comparing the rigid-flexible coupling model and/or the finite element model of the track-bridge with the result of field test on site. For example, one or more parameters of a steel rail model of a Toxico beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, a damping unit model of a fastener and a vibration isolator are adjusted. And then can simulate more accurately waiting to examine overhead rail highway section. Furthermore, the configuration mode of vibration reduction and noise reduction more suitable for the section of the elevated track to be detected can be researched during parameter optimization, so that the vibration reduction and noise reduction of the section of the elevated track to be detected can be considered and completed. Understandably, the reliability of the rigid-flexible coupling model and/or the finite element model of the rail-bridge is verified through the results of field tests.
With reference to the first aspect, in certain possible implementations, the present application provides a fifth possible implementation of the first aspect, and after obtaining the noise contour of the elevated track section to be detected, the method further includes: when the noise source determined based on the noise contour line is the wheel-rail noise, obtaining and pushing a control measure scheme aiming at the wheel-rail noise to a preset user; wherein the control measure scheme of the wheel-rail noise comprises the following steps: rail grinding, wheel rail friction management and rail damping increase. Due to the fifth possible implementation manner of the first aspect of the embodiment of the application, a preset user can be informed of a control measure scheme of the wheel-rail noise required to be carried out on the elevated track section to be detected, and then an effective vibration and noise reduction effect is achieved.
With reference to the first aspect, in certain possible implementations, the present application provides a sixth possible implementation of the first aspect, and after obtaining the noise contour of the elevated track section to be detected, the method further includes: when the noise source determined based on the noise contour line is the bridge structure noise, obtaining and pushing a control measure scheme aiming at the bridge structure noise to a preset user; the control measure scheme of the bridge structure noise comprises the following steps: vibration damping fastener, floating slab track bed and dynamic vibration absorber on the bridge. Due to the sixth possible implementation manner of the first aspect of the embodiment of the application, a preset user can know a control measure scheme of bridge structure noise required to be carried out on the overhead track section to be detected, and then an effective vibration and noise reduction effect is achieved.
A second aspect of the embodiments of the present application provides a detection apparatus for a track noise source, including: the prediction unit is used for predicting wheel-rail noise and bridge structure noise of the to-be-detected elevated track section to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the to-be-detected elevated track section; and the processing unit is used for obtaining the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rail and the vibration response information of the bridge structure.
With reference to the second aspect, in this embodiment of the present application, a first possible implementation manner of the second aspect is provided, where the prediction unit is further configured to obtain a rigid-flexible coupling model, and calculate a wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure; and the prediction unit is also used for calculating the wheel-rail force response according to ANSYS spectral analysis to obtain the vibration response information of the wheel corresponding to the elevated track section to be detected, the vibration response information of the steel rail and the vibration response information of the bridge structure.
A third aspect of the embodiments of the present application provides a computer-readable storage medium, where the computer-readable storage medium is used to store a program code, and when the program code is read and executed by a computer, the method for detecting a track noise source according to the first aspect of the embodiments or any one of the possible implementation manners of the first aspect of the embodiments of the present application is performed.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below. It is appreciated that the following drawings depict only some embodiments of the invention and are therefore not to be considered limiting of its scope, for those skilled in the art will be able to derive additional related drawings therefrom without the benefit of the inventive faculty.
Fig. 1 is a first step diagram of a method for detecting a track noise source according to an embodiment of the present application.
Fig. 2 is a diagram of a second step of a method for detecting a track noise source according to an embodiment of the present application.
Fig. 3 is a schematic noise contour line diagram of a detection method of an orbit noise source according to an embodiment of the present application.
Fig. 4 is a structural diagram of a detection apparatus for a track noise source according to an embodiment of the present application.
Icon: 100-a prediction unit; 200-a processing unit.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Furthermore, the terms "first," "second," and the like are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance.
Some embodiments of the invention are described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
Referring to fig. 1, fig. 2 and fig. 3, fig. 1 is a first step diagram of a method for detecting a track noise source according to an embodiment of the present disclosure. Fig. 2 is a diagram of a second step of a method for detecting a track noise source according to an embodiment of the present application. Fig. 3 is a schematic noise contour line diagram of a detection method of an orbit noise source according to an embodiment of the present application.
And S100, predicting wheel-rail noise and bridge structure noise of the to-be-detected elevated track section to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the to-be-detected elevated track section.
To facilitate the understanding of step S100 by those skilled in the art, the nouns in step S100 will be explained first. Wheel rail noise is caused by the wheel and rail of the train in high frequency contact with each other, causing vibration of the wheel and rail, which in turn generates noise and radiates all around. During the radiation process, the wheel track noise is reflected by the bridge deck or the road surface, so the wheel track noise is distributed above the bridge deck or the road surface in space. The noise of the bridge structure is transmitted to the bridge structure by the low-frequency vibration of the whole track structure when the steel rail vibrates, and the beam body of the bridge structure is like a sound board for amplifying the noise, so that the low-frequency vibration in the bridge structure is amplified, and the noise is generated and radiated to the periphery. Therefore, the noise of the bridge structure is distributed under the bridge in space.
And S300, obtaining a noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rails and the vibration response information of the bridge structure.
Exemplarily, the embodiment of the application predicts the wheel-rail noise and the bridge noise of the overhead road section which actually needs noise reduction through a numerical simulation method. Compared with an indirect presumption mode according to frequency spectrum analysis, the method and the device for detecting the elevated track section can intuitively embody the elevated track section to be detected through a specific model structure, so that the model structure can be adjusted according to the elevated track section with actual requirement for noise reduction. Therefore, after the noise contour line of the elevated track road section to be detected is obtained, the main distribution conditions of the wheel track noise source and the bridge structure noise source of the elevated track road section to be detected can be determined according to the noise contour line, the technical effect of accurately detecting the noise source of the elevated track road section can be further realized, and then technical personnel in the field can take corresponding vibration and noise reduction measures according to the detected noise source.
Optionally, the content in step S100 includes obtaining a rigid-flexible coupling model, and calculating a wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure; and calculating wheel-rail force response according to ANSYS spectral analysis to obtain vibration response information of the wheel, the vibration response information of the steel rail and the vibration response information of the bridge structure corresponding to the elevated track section to be detected.
Illustratively, the situation of the overhead rail section to be detected, which is passed by the train, can be restored by performing simulation calculation on the rigid-flexible coupling model, so that accurate wheel-rail force response is obtained. And calculating wheel-rail force response according to ANSYS spectral analysis (for example, response spectral analysis, wherein the response spectrum represents the response of the system to a time-history load function and is a relation curve of response and frequency), so that the vibration response information of train wheels, the vibration response information of the steel rails of the overhead rail section to be detected and the vibration response information of the bridge structure of the overhead rail section to be detected can be accurately obtained when the train passes through the overhead rail section to be detected, and the finally detected noise source of the overhead rail section is ensured to be accurate.
Optionally, obtaining the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rails, and the vibration response information of the bridge structure includes: performing noise calculation on the geometric information of the wheels, the vibration response information of the wheels, the geometric information of the steel rails, the vibration response information of the steel rails, the geometric information of the bridge structure and the vibration response information of the bridge by a preset method to obtain the spatial distribution of the wheel-rail noise and the spatial distribution of the bridge structure noise; calculating and drawing a noise contour line with equal sound pressure level of the wheel track noise and the bridge structure noise according to the spatial distribution of the wheel track noise and the spatial distribution of the bridge structure noise; the noise contour line is used for determining that a noise source of the overhead track section to be detected is wheel track noise or bridge structure noise.
Illustratively, the rigid-flexible coupling model may be a finite element model, and accordingly, the predetermined method may be a method of a finite element plus a boundary element. Optionally, LMS virtual. lab Acoustics calculation software can be used for noise simulation calculation, so that the spatial distribution of the wheel-rail noise and the spatial distribution of the bridge structure noise are calculated and obtained. The method can combine the spatial distribution of the wheel-track noise and the spatial distribution of the bridge structure noise, can select the largest track noise section of the elevated track section, accurately calculate the points with the same sound pressure level of the wheel-track noise and the bridge structure noise in the track noise section, and then connect the points with the same sound pressure level to form a line (which can be connected by a straight line or a curve), thereby drawing a noise contour line. And then accurately detecting whether the noise source of the elevated track section is wheel track noise or bridge structure noise according to the noise contour line. Understandably, the spatial distribution of the space around the elevated rail road section mainly comprising the wheel-rail noise and the spatial distribution of the space around the elevated rail road section mainly comprising the bridge structure noise can be determined according to the noise contour lines.
The simulation calculation process comprises the steps of firstly confirming the place where the wheel track is not smooth in the rigid-flexible coupling model, and then simulating the wheel track interaction condition of a train passing through an elevated track section to be detected, so as to respectively calculate the vibration of the wheel and the vibration of the steel rail, and further calculate the noise of the wheel according to the vibration of the wheel. Understandably, the vibration response information of the wheel includes vibration of the wheel and wheel noise. And similarly, calculating the noise of the steel rail according to the vibration of the steel rail. Understandably, the vibration response information of the rail includes vibration of the rail and rail noise. Understandably, wheel rail noise can include wheel noise and rail noise.
And then, calculating the energy transmitted into the bridge structure according to the vibration of the steel rail, so as to calculate and analyze the vibration of the bridge structure, and further calculate the noise of the bridge structure according to the vibration of the bridge structure. Understandably, the vibration response information of the bridge structure includes vibration of the bridge structure and noise of the bridge structure. And finally, carrying out superposition summation on the wheel-rail noise and the bridge structure noise to obtain the comprehensive noise of the sound receiving point. Understandably, the sound reception points may be locations of surrounding users of the elevated rail road line. The integrated noise of the sound receiving points may be the noise received by the surrounding users of the overhead track route at the locations. Understandably, the spatial distribution of the wheel-rail noise and the spatial distribution of the bridge structure noise can be obtained by superposing and summing the wheel-rail noise and the bridge structure noise.
Optionally, before obtaining the rigid-flexible coupling model and calculating the wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model, the method further includes: establishing a finite element model of a rail-bridge in ANSYS, comprising: a steel rail model of the ironwood Ciko beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, and a damping unit model of a fastener and a vibration isolator; and establishing a rigid-flexible coupling model based on the finite element model of the track-bridge.
Illustratively, a finite element model of the rail-bridge is established in ANSYS by a finite element analysis method. Wherein, the steel rail model of the ironwood Sinko beam model can be replaced by the steel rail model of the Euler beam model. Finite Element Analysis (FEA) is a simulation of real physical systems (geometrical information and load conditions) by mathematical approximation. With simple and interacting elements (i.e., cells), a finite number of unknowns can be used to approximate a real system of infinite unknowns. Therefore, a finite element model of the track-bridge can be established by a finite element analysis method, so that the specific structure of the elevated track section to be detected can be simulated. The established track-bridge finite element model can provide geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure for subsequent calculation.
Optionally, the rigid-flexible coupling model and/or the finite element model of the track-bridge are/is compared with a result of a field test, and parameters in the rigid-flexible coupling model are adjusted according to the result of the field test to obtain an optimized rigid-flexible coupling model.
Illustratively, the rail and bridge structure can be simulated by a finite element model of the rail-bridge in accordance with the elevated rail section to be detected. Further, a model of the sound receiving point can be established in accordance with field testing. Therefore, appropriate parameter optimization is carried out by comparing the rigid-flexible coupling model and/or the finite element model of the track-bridge with the result of field test on site. For example, one or more parameters of a steel rail model of a Toxico beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, a damping unit model of a fastener and a vibration isolator are adjusted. And then can simulate more accurately waiting to examine overhead rail highway section. Furthermore, the configuration mode of vibration reduction and noise reduction more suitable for the section of the elevated track to be detected can be researched during parameter optimization, so that the vibration reduction and noise reduction of the section of the elevated track to be detected can be considered and completed. Understandably, the reliability of the rigid-flexible coupling model and/or the finite element model of the rail-bridge is verified through the results of field tests. Step S500, when the noise source of the section of the elevated track to be detected, which is determined based on the noise contour line, is wheel-rail noise, obtaining and pushing a control measure scheme aiming at the wheel-rail noise to a preset user; the wheel-track noise control measure scheme comprises the following steps: rail grinding, wheel rail friction management and rail damping increase.
Illustratively, since the noise contour is based on, the space where the wheel-rail noise is dominant and the space where the bridge structure noise is dominant can be determined. When the noise source of the to-be-detected overhead track section or the sound receiving point determined based on the noise contour line is mainly wheel-rail noise, the method and the device can push a control measure scheme aiming at the wheel-rail noise to a preset user, and the preset user can be a user using the method in the embodiment of the application and can also be a maintenance engineer in charge of the to-be-detected overhead track section. The wheel-track noise control measure scheme comprises the following steps: rail polish (grind the wavy surface that the rail head caused because of reasons such as vehicle braking), wheel rail friction management, increase rail damping or set up the damping rail, optimize track structure (replace short rail with welded long rail, in order to reduce the rail joint), set up the sound barrier and set up abatvoix etc. thereby can let the predetermined user learn the control measure scheme of waiting to examine the wheel rail noise that elevated track highway section needs go on, and then reach effectual damping noise reduction effect.
Step S700, when the noise source determined based on the noise contour line is the bridge structure noise, obtaining and pushing a control measure scheme aiming at the bridge structure noise to a preset user; the control measure scheme of the bridge structure noise comprises the following steps: vibration damping fastener, floating slab track bed and dynamic vibration absorber on the bridge.
Illustratively, since the noise contour is based on, the space where the wheel-rail noise is dominant and the space where the bridge structure noise is dominant can be determined. When the noise source of the to-be-detected overhead track section or the sound receiving point determined based on the noise contour line is mainly bridge structure noise, the method and the device can push a control measure scheme aiming at the bridge structure noise to a preset user, and the preset user can be a user using the method in the embodiment of the application and can also be a maintenance engineer in charge of the to-be-detected overhead track section. The control measure scheme of the bridge structure noise comprises the following steps: adopt damping fastener, optimize bridge construction (choose for use reinforced concrete arch bridge to replace steel truss bridge), float dynamic vibration absorber on slab track bed and the bridge (settle the rail on spring damper, if the compressive capacity of spring is greater than 5 millimeters, should consider promptly to choose for use prestressing force spring damper.) to can let the predetermined user learn the control measure scheme of the bridge construction noise that waits to examine the overhead rail highway section and need go on, and then reach effectual damping noise reduction effect.
Referring to fig. 4, fig. 4 is a structural diagram of a detection apparatus for a track noise source according to an embodiment of the present disclosure. An apparatus for detecting an orbit noise source comprises: the prediction unit 100 is configured to perform wheel-rail noise and bridge structure noise prediction on an elevated track section to be detected, and obtain vibration response information of a wheel corresponding to the elevated track section to be detected, vibration response information of a steel rail, and vibration response information of a bridge structure; and the processing unit 200 is used for obtaining the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rails and the vibration response information of the bridge structure.
Optionally, the prediction unit 100 is further configured to obtain a rigid-flexible coupling model, and calculate a wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure; and the prediction unit 100 is further configured to calculate wheel-rail force response according to ANSYS spectral analysis, and obtain vibration response information of a wheel corresponding to the elevated rail section to be detected, vibration response information of a steel rail, and vibration response information of a bridge structure.
Optionally, the processing unit 200 is further configured to perform noise calculation on the geometric information of the wheel and the vibration response information of the wheel, the geometric information of the steel rail and the vibration response information of the steel rail, and the geometric information of the bridge structure and the vibration response information of the bridge through a preset method, so as to obtain spatial distribution of wheel-rail noise and spatial distribution of bridge structure noise; the processing unit 200 is further configured to calculate and draw a noise contour line with equal sound pressure levels of the wheel track noise and the bridge structure noise according to the spatial distribution of the wheel track noise and the spatial distribution of the bridge structure noise; the noise contour line is used for determining that a noise source of the overhead track section to be detected is wheel track noise or bridge structure noise.
Optionally, the detection apparatus for an orbit noise source further includes: the establishing unit is used for establishing a finite element model of the rail-bridge in ANSYS and comprises the following steps: a steel rail model of the ironwood Ciko beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, and a damping unit model of a fastener and a vibration isolator; and establishing a rigid-flexible coupling model based on the finite element model of the track-bridge.
Optionally, the detection apparatus for an orbit noise source further includes: and the comparison unit is used for comparing the rigid-flexible coupling model and/or the finite element model of the track-bridge with the result of the field test, and adjusting the parameters in the rigid-flexible coupling model according to the result of the field test to obtain the optimized rigid-flexible coupling model.
Optionally, the detection apparatus for an orbit noise source further includes: the pushing unit is used for obtaining and pushing a control measure scheme aiming at the wheel-track noise to a preset user when the noise source determined based on the noise contour line is the wheel-track noise; the wheel-track noise control measure scheme comprises the following steps: rail grinding, wheel rail friction management and rail damping increase.
Optionally, the pushing unit is further configured to obtain and push a control measure scheme for the bridge structure noise to a preset user when the noise source determined based on the noise contour is the bridge structure noise; the control measure scheme of the bridge structure noise comprises the following steps: vibration damping fastener, floating slab track bed and dynamic vibration absorber on the bridge.
Embodiments of the present application also provide a computer-readable storage medium for storing program code, which, when read and executed by a computer, performs the method in any one of the foregoing track noise source detection methods.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus, system, and method may be implemented in other ways. The apparatus, system, and method embodiments described above are illustrative only, as the flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s).
It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, the functional modules in the embodiments of the present invention may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part. Alternatively, all or part of the implementation may be in software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, cause the processes or functions described in accordance with the embodiments of the application to occur, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device.
The computer instructions may be stored in a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website site, computer, server, or data center to another website site, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that incorporates one or more of the available media. The usable medium may be a magnetic medium (e.g., floppy Disk, hard Disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., Solid State Disk (SSD)), among others.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. A method for detecting a source of orbital noise, comprising:
predicting wheel rail noise and bridge structure noise of an elevated track section to be detected to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the elevated track section to be detected;
obtaining a noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rail and the vibration response information of the bridge structure;
the method comprises the following steps of predicting wheel-rail noise and bridge structure noise of an elevated track section to be detected to obtain vibration response information of wheels corresponding to the elevated track section to be detected, vibration response information of steel rails and vibration response information of a bridge structure, wherein the method comprises the following steps:
acquiring a rigid-flexible coupling model, and calculating the wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure;
calculating the wheel-rail force response according to ANSYS spectral analysis to obtain the vibration response information of the wheel, the vibration response information of the steel rail and the vibration response information of the bridge structure corresponding to the elevated track section to be detected;
the obtaining of the noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rails and the vibration response information of the bridge structure includes:
performing noise calculation on the geometric information of the wheels and the vibration response information of the wheels, the geometric information of the steel rails and the vibration response information of the steel rails, and the geometric information of the bridge structure and the vibration response information of the bridge by a preset method to obtain the spatial distribution of wheel-rail noise and the spatial distribution of bridge structure noise;
calculating and drawing a noise contour line with equal sound pressure level of the wheel track noise and the bridge structure noise according to the spatial distribution of the wheel track noise and the spatial distribution of the bridge structure noise; the noise contour line is used for determining that the noise source of the elevated track section to be detected is the wheel track noise or the bridge structure noise.
2. The inspection method according to claim 1, wherein before obtaining a rigid-flexible coupling model and calculating a wheel-rail force response of the elevated rail section to be inspected by the rigid-flexible coupling model, the method further comprises:
establishing a finite element model of a rail-bridge in the ANSYS, comprising: a steel rail model of the ironwood Ciko beam model, a shell unit model of a track slab, a solid model of a U-shaped beam bridge, and a damping unit model of a fastener and a vibration isolator;
and establishing the rigid-flexible coupling model based on the finite element model of the track-bridge.
3. The detection method according to claim 2, further comprising:
and comparing the rigid-flexible coupling model and/or the finite element model of the track-bridge with a field test result, and adjusting parameters in the rigid-flexible coupling model according to the field test result to obtain an optimized rigid-flexible coupling model.
4. Detection method according to any one of claims 1-2, characterised in that after obtaining the noise contour of the elevated track section to be detected, the method further comprises:
when the noise source determined based on the noise contour line is the wheel-rail noise, obtaining and pushing a control measure scheme aiming at the wheel-rail noise to a preset user; wherein the control measure scheme of the wheel-rail noise comprises the following steps: rail grinding, wheel rail friction management and rail damping increase.
5. Detection method according to any one of claims 1-2, characterised in that after obtaining the noise contour of the elevated track section to be detected, the method further comprises:
when the noise source determined based on the noise contour line is the bridge structure noise, obtaining and pushing a control measure scheme aiming at the bridge structure noise to a preset user; the control measure scheme of the bridge structure noise comprises the following steps: vibration damping fastener, floating slab track bed and dynamic vibration absorber on the bridge.
6. An apparatus for detecting a source of orbital noise, comprising:
the prediction unit is used for predicting wheel-rail noise and bridge structure noise of the to-be-detected elevated track section to obtain vibration response information of wheels, vibration response information of steel rails and vibration response information of a bridge structure corresponding to the to-be-detected elevated track section;
the processing unit is used for obtaining a noise contour line of the elevated track section to be detected based on the vibration response information of the wheels, the vibration response information of the steel rail and the vibration response information of the bridge structure;
the prediction unit is specifically used for acquiring a rigid-flexible coupling model, and calculating wheel-rail force response of the elevated track section to be detected through the rigid-flexible coupling model; the rigid-flexible coupling model is a numerical simulation model established on the basis of an elevated rail road section needing to detect a noise source; the rigid-flexible coupling model comprises geometric information of wheels, geometric information of steel rails and geometric information of a bridge structure;
the prediction unit is further used for calculating the wheel-rail force response according to ANSYS spectral analysis to obtain vibration response information of wheels corresponding to the elevated track section to be detected, vibration response information of steel rails and vibration response information of a bridge structure;
the processing unit is specifically configured to perform noise calculation on the geometric information of the wheel and the vibration response information of the wheel, the geometric information of the steel rail and the vibration response information of the steel rail, and the geometric information of the bridge structure and the vibration response information of the bridge through a preset method, so as to obtain spatial distribution of wheel-rail noise and spatial distribution of bridge structure noise;
calculating and drawing a noise contour line with equal sound pressure level of the wheel track noise and the bridge structure noise according to the spatial distribution of the wheel track noise and the spatial distribution of the bridge structure noise; the noise contour line is used for determining that the noise source of the elevated track section to be detected is the wheel track noise or the bridge structure noise.
7. A computer-readable storage medium for storing program code which, when read and executed by a computer, performs a method of detecting a source of orbital noise according to any one of claims 1-5.
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| CN111145717B (en) * | 2020-01-02 | 2023-06-13 | 中车株洲电力机车有限公司 | Device and method for predicting environmental noise of rail transit |
| CN112580136B (en) * | 2020-12-16 | 2023-08-08 | 杭州京杭运河二通道建设投资有限公司 | Noise reduction optimization arrangement method for T beam prefabricated field |
| CN113566953B (en) * | 2021-09-23 | 2021-11-30 | 中国空气动力研究与发展中心设备设计与测试技术研究所 | Online monitoring method for flexible-wall spray pipe |
| CN113916368B (en) * | 2021-12-14 | 2022-03-22 | 中国铁路设计集团有限公司 | Method for predicting environmental vibration and secondary structure noise caused by underground line of rail transit |
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