CN110514862A - A kind of high-speed rail speed of service estimation method using velocity scanning - Google Patents
A kind of high-speed rail speed of service estimation method using velocity scanning Download PDFInfo
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01V—GEOPHYSICS; GRAVITATIONAL MEASUREMENTS; DETECTING MASSES OR OBJECTS; TAGS
- G01V1/00—Seismology; Seismic or acoustic prospecting or detecting
- G01V1/28—Processing seismic data, e.g. for interpretation or for event detection
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01V—GEOPHYSICS; GRAVITATIONAL MEASUREMENTS; DETECTING MASSES OR OBJECTS; TAGS
- G01V1/00—Seismology; Seismic or acoustic prospecting or detecting
- G01V1/28—Processing seismic data, e.g. for interpretation or for event detection
- G01V1/30—Analysis
- G01V1/303—Analysis for determining velocity profiles or travel times
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Abstract
The invention discloses a kind of high-speed rail speed of service estimation methods using velocity scanning, design amplitude spectrum stencil function according to the canonical parameter of the speed of service and China's high-speed rail train；The signal excited when high-speed rail is passed through is intercepted in single detector seismic data；Fourier transformation is done to the signal of interception, obtains its amplitude spectrum；The cumulative function for calculating this signal energy spectrum determines the frequency separation where its most of energy；Amplitude spectrum stencil function and actual amplitude spectrum are done into cross-correlation；Maximum cross-correlation coefficient and its corresponding speed are found in all cross-correlation coefficients；Using this speed as basic point, velocity variations interval is reduced, amplitude spectrum stencil function is re-established；The cross-correlation calculation of amplitude spectrum stencil function and actual amplitude spectrum is carried out again；Speed corresponding to maximum cross-correlation coefficient is found, which is denoted as to the final estimating speed v of train operationfinal。
Description
Technical Field
The invention belongs to the technical field of exploration geophysics, and particularly relates to a high-speed rail running speed estimation method utilizing speed scanning.
Background
In 1964, commercial operation of the new main line in japan opened a new era of world high-speed rail development. Subsequently, countries such as france, germany, canada, italy, sweden, and korea strived to build high-speed rails and opened commercial operations. The first commercial operation high-speed rail line, Jingjin intercity railway, was opened in China in 2008, 8 months and 1 day. At present, the business mileage of the Chinese high-speed rail reaches 3.1 kilometres, which is close to 70 percent of the total business mileage of the world high-speed rail. And from 7 month and 10 day zero in 2019, implementing a new train operation diagram on the railways in China, and running the motor train unit trains by 3310 pairs every day. The method is one of important means for monitoring the running safety of the train, and is also the key for subsequently utilizing the high-speed train to cause a vibration signal. The existing method for acquiring the running speed of the high-speed train mainly comprises the following steps:
prior art 1: acquiring the train running speed by utilizing the vehicle-mounted equipment: train operating speed can be obtained directly by using a tachometer on the train, but the speed of the train when passing a certain position cannot be determined. In addition, a GPS device carried by a high-speed train can provide train speed and real-time train location. The required equipment is installed on the train, and therefore, the permission of the high-speed railway department is required.
Prior art 2: the method comprises the following steps of installing video, optical, radar and other equipment in a high-speed rail line isolation area: common external velocity measurement systems and methods include a camera-based velocity estimation system, an optical sensor-based or two-vibration sensor-based train velocity estimation method, a radar velocity measurement method using the doppler effect, and a wheel count-based velocity estimation method. The above method requires installation in a position where the rails can be seen, and permission to access the isolation zone and install equipment in the isolation zone.
Disclosure of Invention
The technical problem to be solved by the present invention is to provide a method for estimating the operating speed of a high-speed rail by using speed scanning, which aims at overcoming the defects in the prior art, and uses seismic data acquired by a single detector outside a high-speed rail line isolation region to estimate the operating speed of a train by using the speed scanning method, so as to provide data for subsequently judging the operating state of the train.
The invention adopts the following technical scheme:
a high-speed rail running speed estimation method utilizing speed scanning comprises the following steps:
s1, designing an amplitude spectrum template function | F (omega, v) | according to the running speed and typical parameters of the high-speed train;
s2, intercepting the signal excited by the passing of the high-speed rail in the seismic data of the single detector, wherein the time range corresponding to the effective signal acquired by the detector is [ t [ [ t ]1,t2]；
S3, carrying out Fourier transform on the intercepted signal to obtain an amplitude spectrum of the intercepted signal;
s4, calculating an energy spectrum accumulation function of the signal intercepted in the step S3, and determining an energy frequency interval;
s5, performing cross-correlation calculation on the amplitude spectrum template function and the actual amplitude spectrum;
s6, finding the maximum cross correlation coefficient in all the cross correlation coefficients of the step S5, and the corresponding speed vr；
S7, taking the speed determined in the step S6 as a base point, reducing the speed change interval, and reestablishing an amplitude spectrum template function;
s8, performing cross-correlation calculation of the amplitude spectrum template function and the actual amplitude spectrum again;
s9, finding the speed corresponding to the maximum cross correlation coefficient, and recording the speed as the final estimated speed v of train operationfinal。
Specifically, in step S1, the amplitude spectrum template function | F (ω, v) | is:
v＝vinitial+mΔv1
wherein D is the length of each car body, v is the preset train speed, vinitialIs the initial scanning speed, m is an index of the scanning speed, Δ v1The initial velocity scan interval.
Further, the number N of carriages is set to be 16, the length D of each car body is 25 m, vinitialSet to 30 km/h, the value range of m is [0,370 ]]，Δv1At 1 km/h, a total of 371 functions were included in a series of amplitude spectra template functions.
Specifically, in step S3, assuming that the signal resulting from the high-speed rail operation is truncated is Y (t), the signal is fourier-transformed, and the amplitude spectrum | Y (ω) | is obtained as:
wherein, [ t ]1,t2]And y (t) is a time range corresponding to the effective signal acquired by the detector, the intercepted signal caused by the running of the high-speed rail, j is an imaginary unit omega and is frequency, and t is speed.
Specifically, in step S4, the total energy E of the signal is obtained firstyThen, the upper frequency bound of the signal is calculated, and the square of the amplitude is accumulated from zero value of the frequency until the accumulated value is equal to the total energy EyIs higher than the set retention η1The corresponding frequency is the upper frequency bound omegamax(ii) a When acquiring the lower frequency bound, the accumulation is started from the upper frequency bound until the accumulated value and the total energy EyIs higher than the set retention η2The corresponding frequency is the lower bound omega of the frequencyminDetermining that 95% of energy is in a frequency interval [ omega ]min,ωmax]。
Further, the total energy E of the intercepted signaly：
Upper frequency bound omegamax：
Lower frequency bound omegamin：
Specifically, in step S5, cross-correlation is performed on the existing amplitude spectrum template function and the actually received data amplitude spectrum, and a normalized cross-correlation coefficient corr (v) corresponding to the cross-correlation function is obtained as follows:
wherein, | Y (ω) | is the amplitude spectrum of the vibration signal caused by the high-speed rail, d ω is the frequency infinitesimal, and the value range of the cross-correlation coefficient is between [0,1 ].
Specifically, in step S6, the corresponding speed vrComprises the following steps:
vr＝argmaxvCorr(v)
wherein v isrIs a rough estimate of the velocity v.
Specifically, in step S7, [ v ]r-Δv1,vr+Δv1]Within range, the velocity search interval is reduced to Δ v2Reconstructing the amplitude spectrum template function | F (ω, v) | from the amplitude spectrum template function | F (ω, v) |, where v ═ v |r-Δv1+mΔv2，
Specifically, in step S9, [ v ]r-Δv1,vr+Δv1]Within the range, the corresponding speed v determined according to step S6rFinding the speed corresponding to the maximum cross correlation coefficient, and recording the speed as the final estimated speed v of train operationfinal。
Compared with the prior art, the invention has at least the following beneficial effects:
the invention relates to a method for estimating the running speed of a high-speed rail by using speed scanning, which can realize the estimation of the running speed of the high-speed rail train by only using geophone data outside an isolated area. The method comprises the steps of firstly generating a series of stress function amplitude spectrums for the structural parameters of the high-speed train and the running speed of a preset train, then calculating the cross-correlation function between the stress function amplitude spectrums at various speeds and the signal amplitude spectrum received by a single detector, and finally selecting the speed corresponding to the maximum cross-correlation function value as the estimated value of the running speed of the train. Compared with the conventional high-speed train speed estimation method, the method has the advantage that the running speed of the high-speed train can be obtained only by relying on one geophone data outside the isolation area.
Furthermore, the amplitude spectrum template function is designed according to the running speed and the typical parameters of the high-speed train, so that the subsequent calculation of the cross-correlation function of the amplitude spectrum template function and the actual signal is facilitated.
Furthermore, signals excited when high-speed rails pass through are intercepted from seismic data of the single detector, so that the speed of the train passing through the detector in each pass can be estimated, and the calculation amount of the subsequent calculation of the amplitude spectrum can be reduced.
Furthermore, the energy spectrum accumulation function of the intercepted signal and the energy frequency interval are determined, so that the frequency range participating in the cross-correlation function calculation is favorably reduced, and the noise resistance of the method is favorably improved.
Furthermore, the amplitude spectrum template function and the actual amplitude spectrum are subjected to cross-correlation calculation, and a data basis is provided for the subsequent search of the maximum correlation coefficient.
Further, the largest cross correlation coefficient and the corresponding speed thereof are found from all the cross correlation coefficients in step S5, which provides a coarser speed estimation, and is beneficial to improving the accuracy of the subsequent speed estimation.
Further, the velocity determined in step S6 is used as a base point, the velocity change interval is narrowed, the amplitude spectrum template function is reestablished, and the cross-correlation calculation between the amplitude spectrum template function and the actual amplitude spectrum is performed again, which is beneficial to improving the accuracy of subsequent velocity estimation.
Further, the speed corresponding to the maximum cross correlation coefficient is found and recorded as the final estimated speed of train operation, which is beneficial to obtaining the train speed estimation with higher precision.
In conclusion, the method can effectively and quickly realize the high-speed train running speed estimation by only using one geophone data, the adopted method is speed scanning, has high reliability and the like, and meanwhile, the method independent of equipment in a vehicle-mounted/isolation area is provided for detecting the high-speed train running speed.
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Drawings
FIG. 1 is a flow chart of the present invention;
FIG. 2 shows a seismic signal of a high-speed rail source received by a single detector when the train 1 passes by;
FIG. 3 is an amplitude spectrum of a seismic signal of a high-speed rail source received by a single detector when the train 1 passes by;
FIG. 4 is an amplitude spectrum template function generated at 300 km/h;
fig. 5 is a cross-correlation function of a series of amplitude spectrum template functions with the amplitude spectrum of an actual signal.
Detailed Description
The invention provides a high-speed rail running speed estimation method by using speed scanning, which can realize the estimation of the running speed of a high-speed rail train by only using geophone data outside an isolated area. The method comprises the steps of firstly generating a series of stress function amplitude spectrums for the structural parameters of the high-speed train and the running speed of a preset train, then calculating the cross-correlation function between the stress function amplitude spectrums at various speeds and the signal amplitude spectrum received by a single detector, and finally selecting the speed corresponding to the maximum cross-correlation function value as the estimated value of the running speed of the train.
Referring to fig. 1, the method for estimating the operating speed of a high-speed rail by using speed scanning according to the present invention includes the following steps:
s1, designing an amplitude spectrum template function according to the running speed and the typical parameters of the high-speed train;
the parameters of the high-speed train are relatively fixed, and typical train parameters are selected as follows: the number N of the carriages is 16, and the length D of each carriage body is 25 meters. At a certain speed interval deltav1Continuously varying the preset train speed v (which may vary from 30 km/h to 400 km/h, for example, at 1 km/h intervals) yields a series of speed-dependent amplitude spectrum template functions | F (ω, v) |:
v＝vinitial+mΔv1 (2)
if v is to beinitialThe value of (a) is set to 30 km/h, and the value range of m is limited to [0,370 ]]，Δv1At 1 km/h, a total of 371 functions are included in the series of amplitude spectrum template functions.
S2, intercepting the excited signal when the high-speed rail passes through in the seismic data of the single detector;
embedding a detector outside the high-speed rail circuit isolation area, intercepting a signal excited when the high-speed rail passes from signals received by the detector when the high-speed rail passes, wherein the time range corresponding to the obtained effective signal is [ t [ [ t ]1,t2]。
S3, carrying out Fourier transform on the intercepted signal to obtain an amplitude spectrum of the intercepted signal;
assuming that the signal caused by the intercepted high-speed rail operation is Y (t), performing Fourier transform on the signal to obtain an amplitude spectrum | Y (omega) | of the signal:
s4, calculating the accumulation function of the signal energy spectrum, and determining the frequency interval where most of the energy is located;
first, the total energy E of the signal is obtainedy：
Then, the upper frequency bound of the signal is calculated, and the square of the amplitude is accumulated from the zero value of the frequency until the accumulated value is equal to the total energy EyIs higher than the set retention η1The corresponding frequency is the upper limit omega of the frequencymax：
Similarly, when acquiring the lower frequency bound, the accumulation may be started from the upper frequency bound until the accumulated value and the total energy EyIs higher than the set retention η2The corresponding frequency is the lower bound omega of the frequencymin：
Will eta1And η2Set to 0.975 and 0.95, respectively, thus determining that 95% of the energy is in the frequency interval [ omega ]min,ωmax]。
S5, performing cross correlation on the amplitude spectrum template function and the actual amplitude spectrum;
in the frequency interval [ omega ]min,ωmax]In the range, cross-correlation is carried out on a series of existing amplitude spectrum template functions and actually received data amplitude spectra, and a normalized cross-correlation coefficient Corr (v) corresponding to the cross-correlation coefficient is obtained and is as follows:
the value range of the cross correlation coefficient is between [0,1], and the closer to 1, the stronger the correlation between the amplitude spectrum template function under the current velocity v and the actual data amplitude spectrum is.
S6, finding the maximum cross correlation coefficient in all the cross correlation coefficients and the corresponding speed;
finding the largest cross-correlation coefficient among all cross-correlation coefficients and finding the corresponding velocity vrComprises the following steps:
vr＝argmaxvCorr(v) (8)
wherein v isrIs a rough estimate of the velocity v.
S7, taking the speed determined in the step S6 as a base point, reducing the speed change interval, and reestablishing an amplitude spectrum template function;
velocity vrAfter determination is good, at [ v ]r-Δv1,vr+Δv1]Within range, the velocity search interval is reduced to Δ v2(which may take values of 0.01 km/h), reconstructing the amplitude spectrum template function | F (ω, v) | according to equation (1), wherein
v＝vr-Δv1+mΔv2 (9)
Wherein,
s8, performing cross-correlation calculation of the amplitude spectrum template function and the actual amplitude spectrum again;
the cross-correlation coefficient corr (v) between the new template function and the actual signal is calculated using equation (7).
S9, finding the speed corresponding to the maximum cross correlation coefficient, and recording the speed as the final estimated speed v of train operationfinal。
In [ v ]r-Δv1,vr+Δv1]Within the range, the speed corresponding to the maximum cross correlation coefficient is found by using the formula (8), and the speed is recorded as the final estimated speed v of train operationfinal。
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may 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 given herein without any inventive step, are within the scope of the present invention.
The invention relates to a high-speed rail running speed estimation method by using speed scanning, which takes a signal received by a single low-frequency detector at a distance of 75m from a high-speed rail passing time as an example.
Table 1 shows the running speed of the high-speed train estimated by the method when 8 trains pass
Referring to fig. 2, fig. 2 shows a vibration signal caused by a high-speed rail seismic source received by a single detector when the train 1 passes by, the sampling interval is 5ms, and 3001 sampling points are provided. Referring to fig. 3, 4 and 5, fig. 3 is an amplitude spectrum of a seismic signal caused by the passage of the train 1, fig. 4 is an amplitude spectrum template function generated at 300km/h, and fig. 5 is a cross-correlation function of a series of amplitude spectrum template functions with an actual signal amplitude spectrum. From fig. 5, it can be obtained that the maximum value of the cross-correlation coefficient corresponds to a velocity of 83.58 m/s (i.e., 300.89 km/h). The data received by a single detector when 8 trains pass by is analyzed by the method, and the obtained estimated speed value of the 8 trains is shown in table 1 and is consistent with the commercial operation speed of high-speed rails in China.
The above-mentioned contents are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modification made on the basis of the technical solution according to the technical idea proposed by the present invention falls within the protection scope of the claims of the present invention.
Claims (10)
1. A high-speed rail running speed estimation method utilizing speed scanning is characterized by comprising the following steps:
s1, designing an amplitude spectrum template function | F (omega, v) | according to the running speed and typical parameters of the high-speed train;
s2, intercepting the signal excited by the passing of the high-speed rail in the seismic data of the single detector, wherein the time range corresponding to the effective signal acquired by the detector is [ t [ ]1,t2]；
S3, carrying out Fourier transform on the intercepted signal to obtain an amplitude spectrum of the intercepted signal;
s4, calculating an energy spectrum accumulation function of the signal intercepted in the step S3, and determining an energy frequency interval;
s5, performing cross-correlation calculation on the amplitude spectrum template function and the actual amplitude spectrum;
s6, finding the largest cross correlation coefficient in all the cross correlation coefficients of the step S5 and the corresponding speed vr；
S7, taking the speed determined in the step S6 as a base point, reducing the speed change interval, and reestablishing an amplitude spectrum template function;
s8, performing cross-correlation calculation of the amplitude spectrum template function and the actual amplitude spectrum again;
s9, finding the speed corresponding to the maximum cross correlation coefficient, and recording the speed as the final estimated speed v of the train operationfinal。
2. The method of estimating speed of operation of a high-speed railway according to claim 1, wherein in step S1, the amplitude spectrum template function | F (ω, v) | is:
v＝vinitial+mΔv1
wherein D is the length of each car body, v is the preset train speed, vinitialIs the initial scanning speed, m is an index of the scanning speed, Δ v1The initial velocity scan interval.
3. High speed rail operation speed estimation with speed scanning according to claim 2The method is characterized in that the number N of carriages is set to be 16, the length D of each carriage is 25 m, vinitialSet to 30 km/h, the value range of m is [0,370 ]]，Δv1At 1 km/h, a total of 371 functions were included in a series of amplitude spectra template functions.
4. The method according to claim 1, wherein in step S3, assuming that the signal resulting from the intercepted high-speed rail operation is Y (t), the signal is fourier-transformed to obtain an amplitude spectrum | Y (ω) | of the signal:
wherein, [ t ]1,t2]And y (t) is a time range corresponding to the effective signal acquired by the detector, the intercepted signal caused by the running of the high-speed rail, j is an imaginary unit omega and is frequency, and t is speed.
5. The method of claim 1, wherein the total energy E of the intercepted signal is obtained first in step S4yThen, the upper frequency bound of the signal is calculated, and the square of the amplitude is accumulated from zero value of the frequency until the accumulated value is equal to the total energy EyIs higher than the set retention η1The corresponding frequency is the upper frequency bound omegamax(ii) a When acquiring the lower frequency bound, the accumulation is started from the upper frequency bound until the accumulated value and the total energy EyIs higher than the set retention η2When the corresponding frequency is the lower frequency bound omegaminDetermining that 95% of energy is in a frequency interval [ omega ]min,ωmax]。
6. Method for estimating the speed of operation of a high-speed railway according to claim 5, characterized in that the total energy E of the intercepted signaly：
Upper frequency bound omegamax：
Lower frequency bound omegamin：
7. The method as claimed in claim 1, wherein in step S5, the template function of the existing amplitude spectrum is cross-correlated with the amplitude spectrum of the data actually received, and the normalized cross-correlation coefficient corr (v) corresponding to the template function is obtained as follows:
wherein, | Y (ω) | is the amplitude spectrum of the vibration signal caused by the high-speed rail, d ω is the frequency infinitesimal, and the value range of the cross-correlation coefficient is between [0,1 ].
8. The method of claim 1, wherein the corresponding speed v is determined in step S6rComprises the following steps:
vr＝argmaxvCorr(v)
wherein v isrIs a rough estimate of the velocity v.
9. The method of estimating a speed of operation of a high speed railway using a speed sweep as claimed in claim 1, wherein in step S7, [ v ] vr-Δv1,vr+Δv1]Within range, the velocity search interval is reduced to Δ v2Reconstructing according to the amplitude spectrum template function | F (ω, v) |Establishing an amplitude spectrum template function | F (ω, v) |, wherein v ═ v |r-Δv1+mΔv2，
10. The method of estimating a speed of operation of a high speed railway using a speed sweep as claimed in claim 1, wherein in step S9, [ v ] vr-Δv1,vr+Δv1]Within the range, the corresponding speed v determined according to step S6rFinding the speed corresponding to the maximum cross correlation coefficient, and recording the speed as the final estimated speed v of train operationfinal。
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| CN113341175A (en) * | 2021-06-04 | 2021-09-03 | 西安交通大学 | High-speed rail running acceleration estimation method and system based on single detector |
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