CN112230019A - High-speed rail train running acceleration estimation method using multiple geophones - Google Patents
High-speed rail train running acceleration estimation method using multiple geophones Download PDFInfo
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- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
- G01P15/16—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration by evaluating the time-derivative of a measured speed signal
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Abstract
The invention discloses a high-speed rail train running acceleration estimation method utilizing a plurality of geophones, which comprises the steps of designing an amplitude spectrum template function according to running speed and typical parameters of a high-speed rail train, and simplifying the template function; placing three-component detectors at intervals of fixed intervals along a certain high-speed rail line; intercepting a signal excited when a high-speed rail passes through in seismic data of a single detector; fourier transform is carried out on the intercepted signals to obtain amplitude spectrums of the intercepted signals; performing cross-correlation on the template function of the simplified amplitude spectrum and the actual amplitude spectrum; searching the maximum cross-correlation coefficient and the corresponding speed in all the cross-correlation coefficients; selecting a speed point obtained by rough scanning and a speed point on the left side and the right side of the speed point, fitting a cross-correlation coefficient-speed quadratic function, and recording the speed value corresponding to the extreme point of the function as the final estimated speed v of train operationfinal(ii) a And fitting the speed obtained by estimation of the detectors at different positions with a train distance-speed curve to estimate the running acceleration of the train.
Description
Technical Field
The invention belongs to the technical field of exploration geophysics, and particularly relates to a method for estimating running acceleration of a high-speed train by using a plurality of geophones.
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. Thousands of high-speed train galloping on criss-cross high-speed rail lines every day in China can cause roadbed vibration, so that various seismic waves are excited and transmitted along a medium, and therefore the high-speed train running at high speed also generates a brand-new seismic source type, namely a high-speed rail seismic source. However, the industry has suppressed the seismic signals generated by the high-speed rail seismic source as noise, and has not fully utilized the signals generated by the completely new seismic source to invert the characteristics of the seismic source and the propagation medium. At the present stage, the current operating mileage of the high-speed rail in China reaches 3.5 kilometers, which accounts for about 70% of the global operating mileage of the high-speed rail, and more than 6000 trains of motor train units run on the high-speed rail line every day. The speed and the acquisition of the high-speed train are very important for ensuring the stable and safe operation of the high-speed train. The existing method for acquiring the running speed of the high-speed train mainly comprises the following steps:
prior art 1: monitoring the running state of the train by utilizing the vehicle-mounted equipment; the information such as the running speed of the train can be obtained by directly utilizing a tachometer on the train, but the speed of the train passing through a certain position with acceleration cannot be determined. In addition, GPS equipment carried by the high-speed train can provide information such as train speed and real-time train position. The equipment required by the method is installed on a train, so the permission of a high-speed railway department is required.
Prior art 2: video, optical, radar and other equipment are installed in the high-speed rail line isolation area; commonly used external speed measurement systems and methods include a camera-based speed estimation system, an optical sensor-or two-vibration sensor-based train speed estimation method, a radar speed measurement method using doppler effect, and a wheel count-based speed estimation method, etc. The above method requires installation in a position where the rails can be seen, permission to enter the isolation area and install equipment in the isolation area, and cannot estimate the running acceleration of the high-speed train.
Prior art 3: a single geophone is arranged outside the high-speed rail line isolation area; a single geophone is installed outside a high-speed rail line isolation area, the train running speed is estimated by using seismic data acquired by the single geophone, and the speed of the current position of the high-speed rail train can be estimated. The method has the advantages of complex algorithm and low efficiency, and cannot estimate the running acceleration of the high-speed rail.
Disclosure of Invention
The technical problem to be solved by the present invention is to provide a method for estimating the running acceleration of a high-speed train using multiple geophones, aiming at the defects in the prior art, wherein the method comprises the steps of using seismic data acquired by multiple geophones arranged along a high-speed railway outside a high-speed railway line isolation area, estimating the running speed of the train using the seismic acquired by each geophone by using a speed scanning method, and estimating the train acceleration by using the speed values estimated by the multiple geophones on the basis of the estimated running speed of the train, so as to provide data for the subsequent judgment of the running state of the train.
The invention adopts the following technical scheme:
a method for estimating the running acceleration of a high-speed train by using a plurality of geophones comprises the following steps:
s1, designing an amplitude spectrum template function according to the running speed and the typical parameters of the high-speed train, and then simplifying the theoretical amplitude spectrum function;
s2, placing three-component geophones at fixed intervals along a high-speed rail line;
s3, intercepting the signal excited by the passing of the high-speed rail in the seismic data of the single geophone;
s4, carrying out Fourier transform on the signal intercepted in the step S3 to obtain a corresponding average amplitude spectrum;
s5, cross-correlating the simplified amplitude spectrum template of the step S1 with the average amplitude spectrum of the step S4;
s6, searching the speed corresponding to the maximum cross correlation coefficient in all the cross correlation coefficients in the step S5;
s7, selecting a speed point v obtained by rough scanningsAnd left side velocity point vsΔ v and right velocity point vs+ Δ v to fit a quadratic function of the cross correlation coefficient-velocity, Δ v being the velocity interval, the velocity values corresponding to the extreme points of the function
As a final speed estimation result v when the high-speed train passes through the detector in step S3final；
And S8, fitting the speeds estimated by the detectors at different positions in the step S7 into a speed-distance curve, and estimating the running acceleration of the train.
Specifically, in step S1, the simplified model of the amplitude spectrum template function is:
wherein v is the running speed of the train, L is the length of the train carriages, N is the number of the train carriages, and omega is the angular frequency.
Specifically, in step S3, the three-component signal excited when the high-speed rail passes through is intercepted, and includes a vertical ground component, a vertical high-speed rail line horizontal component, and a horizontal component parallel to the high-speed rail line.
Specifically, in step S4, the average amplitude spectrum a (ω) is:
where ω is the angular frequency, AxIs the amplitude spectrum of the component perpendicular to the ground, AyIs the amplitude spectrum parallel to the high-speed rail component, AZIs the amplitude spectrum of the vertical high-speed rail component.
Further, assuming that the signal caused by the intercepted high-speed rail operation is Y (t), the fourier transform Y (ω) is:
specifically, in step S5, the cross-correlation coefficient corr (v) is:
wherein, ω ismaxTo simplify the maximum frequency point, ω, of the amplitude spectrum template functionminIn order to simplify the minimum frequency point of the amplitude spectrum template function, S (omega, v) is an assumed simplified amplitude spectrum function, and A (omega) is a vertical ground component amplitude spectrum, a parallel high-speed rail component amplitude spectrum and a vertical high-speed rail component amplitude spectrum caused by high-speed rail operation, and is subjected to Fourier transform respectively to obtain an average amplitude spectrum.
Specifically, in step S6, the corresponding speed vrComprises the following steps:
wherein v isrIs a rough estimate of the velocity v, corr (v) is the cross-correlation coefficient.
Specifically, in step S7, three coarse scanning points are substituted in the cross-correlation coefficient f (v) in the form of coordinates, the unknowns a, b, and c are obtained, and a quadratic function of the cross-correlation coefficient-velocity is fitted, where the cross-correlation coefficient f (v) is:
f(v)＝av2+bv+c
where v is the coarse scan point velocity.
Specifically, in step S8, the coordinates (x) are knowni,yi) Calculating unknown numbers k and m, fitting a speed-distance curve, and estimating the acceleration of train operation as
s is the distance from the first detector to the last detector.
Further, the estimated velocities of the detectors at different positions are set as yiThe distance between the ith detector and the first detector is set as xi，yiIs xiThe linear function of (a) is specifically:
yi＝kxi+m
compared with the prior art, the invention has at least the following beneficial effects:
the invention relates to a method for estimating the running acceleration of a high-speed rail train by using a plurality of geophones, which can realize the estimation of the running speed and the acceleration of the high-speed rail train by using data of the plurality of geophones outside an isolation 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 preset train running speed, simplifying a theoretical amplitude spectrum function, then calculating the cross-correlation function between the simplified 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 train running speed. Under the condition of not influencing the measurement accuracy, in order to shorten the operation time as much as possible and create conditions for real-time estimation of the train speed, the invention adopts a local quadratic fitting method. Finally, the speed estimated by the detectors is converted into a speed-distance curve, and the running acceleration of the train is estimated through fitting. Compared with the conventional method for estimating the train running acceleration by using the train-mounted equipment of the high-speed rail train, the method can estimate the running acceleration of the high-speed rail train by using the geophone data outside a plurality of isolation areas.
Furthermore, a simplified model of an amplitude spectrum template function is adopted, the form is simpler, the implementation is easy, and the calculated amount is small.
Furthermore, the three-component signals excited when the high-speed rail passes through are intercepted, wherein the three-component signals comprise a vertical ground component, a vertical high-speed rail line horizontal component and a horizontal component parallel to the high-speed rail line, so that the signal to noise ratio can be effectively improved, and the noise can be reduced.
Further, the stability and reliability of estimation can be further improved by using the average amplitude spectrum as | Y (ω) |.
Further, cross-correlation coefficient corr (v) is calculated between the simplified amplitude spectrum template and the average amplitude spectrum in step S4, and the similarity between different amplitude spectrum templates and the average amplitude spectrum can be obtained.
Further, a rough velocity v is estimatedrA speed range may be provided for subsequent accurate speed estimation.
Further, it is of advantageUsing coarse speed vrAnd the three nearby speeds are subjected to quadratic function fitting of the speed-cross correlation coefficient, so that a quadratic curve can be provided for subsequent local fitting, and the quadratic curve is used for accurately estimating the running speed of the train.
Further, the train running speed estimated by the detectors is subjected to linear fitting, and the linear fitting can be used for estimating the acceleration of the train.
In summary, the method adopted by the invention only needs to arrange a plurality of detectors outside the isolation area, and can estimate the speed of the high-speed train and the acceleration of the high-speed train.
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 a cross-correlation function of a series of amplitude spectrum template functions with the amplitude spectrum of an actual signal;
FIG. 5 is a velocity-cross correlation function curve obtained after quadratic fitting;
fig. 6 is a time-distance curve obtained by fitting.
Detailed Description
The invention provides a high-speed rail train running acceleration estimation method by using a plurality of geophones, which can realize the estimation of the running acceleration of a high-speed rail train by using data of a plurality of geophones outside an isolation 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 preset train running speed, simplifying a theoretical amplitude spectrum function, then calculating the cross-correlation function between the simplified 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 train running speed. Under the condition of not influencing the measurement accuracy, in order to shorten the operation time as much as possible and create conditions for real-time estimation of the train speed, the invention adopts a local quadratic fitting method. Finally, the speed estimated by the detectors is converted into a speed-distance curve, and the running acceleration of the train is estimated through fitting.
Referring to fig. 1, the method for estimating the operating acceleration of a high-speed train using a plurality of geophones according to the present invention includes the following steps:
s1, designing an amplitude spectrum template function according to the running speed and typical parameters of the high-speed train in China, and then simplifying the theoretical amplitude spectrum function;
designing an amplitude spectrum template function according to the running speed and typical parameters of a high-speed train in China, which specifically comprises the following steps:
assuming that the running speed of the train is vm/s, the distances between the first pair of wheels and the second and third pairs of wheels are d1m and d2m, the length of the train carriages is L m, the number of the train carriages is N, w is the angular frequency, and an amplitude spectrum template function | X (omega) |:
the preset velocity v is varied by a certain velocity interval av to generate a series of amplitude spectrum template functions. Using a predetermined speed value range [ v ]max,vmin]Controlling the estimation range of the train running speed; the estimation precision of the running speed of the train can be controlled by changing the speed interval delta v; then simplifying the amplitude spectrum template, and considering the theoretical amplitude spectrum of the ground vibration signal as the amplitude spectrum
By an envelope whose spectral peak spacing is predominantly determined by
To decide.
Generating an amplitude spectrum template function by adopting a simplified model; compared with an accurate model, the simplified model expression is simpler, the calculation amount is reduced, and the operation speed is improved, specifically as follows:
the running speed of the train is v m/s, the length of each train carriage is L m, the number of the train carriages is N, and omega is the angular frequency.
S2, placing three-component geophones at fixed intervals along a high-speed rail line;
a plurality of three-component (vertical ground (x-component), parallel high-speed rail (y-component) and vertical high-speed rail (z-component)) geophones are co-continuously placed at regular intervals along a high-speed rail line.
S3, intercepting the signal excited by the passing of the high-speed rail in the seismic data of the single detector;
intercepting three-component signal excited by high-speed rail passing from signal received by detector when high-speed rail passes, including vertical ground component yz(t) horizontal component y of vertical high-speed railway liney(t) and a horizontal component y parallel to the high-speed rail linex(t)。
S4, performing Fourier transform on the three intercepted component signals respectively to obtain amplitude spectrums of the three intercepted component signals;
assuming that the signal resulting from the intercepted high-speed rail operation is Y (t), its fourier transform Y (ω) is:
for intercepted vertical ground component yz(t) horizontal component y of vertical high-speed railway liney(t) and a horizontal component y parallel to the high-speed rail linex(t), Fourier transform Y of vertical ground component can be obtained by equation (3)z(omega), Fourier transform of parallel high-speed rail components Yy(omega), Fourier transform of vertical high-speed rail component Yx(ω), further obtaining an average amplitude spectrum of | Y (ω) |:
where ω is the angular frequency, AxIs the amplitude spectrum of the component perpendicular to the ground, AyIs the amplitude spectrum parallel to the high-speed rail component, AZIs the amplitude spectrum of the vertical high-speed rail component.
S5, performing cross correlation between the simplified amplitude spectrum template and the actual amplitude spectrum;
performing cross correlation on a series of existing amplitude spectrum template functions and an actually received data amplitude spectrum to obtain a corresponding normalized cross correlation coefficient Corr (v):
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 at the current speed v and the actual data amplitude spectrum is.
S6, finding the speed corresponding to the maximum cross correlation coefficient in all the cross correlation coefficients, and finding the corresponding speed vr：
Wherein v isrIs a rough estimate of the velocity v.
S7, selecting a speed point v obtained by rough scanningsAnd left side velocity point vsΔ v, right side velocity point vs+ Δ v, Δ v being the velocity interval, fitting a quadratic function of the cross correlation coefficient-velocity, velocity values corresponding to the extreme points of the function
As a final speed estimation result v when the high-speed train passes through the detector in step S3final；
The quadratic function f (v) of the cross-correlation coefficient with velocity is:
f(v)＝av2+bv+c (7)
and v is the speed of the rough scanning point, three rough scanning points are taken into formula (7) in a coordinate (speed and cross correlation coefficient) mode, unknowns a, b and c are solved, and a quadratic function of the cross correlation coefficient-speed is fitted.
Wherein, the smaller the coarse scanning speed interval, the more accurate the speed estimation result will be.
And S8, fitting the speeds estimated by the detectors at different positions into a speed-distance curve, and estimating the running acceleration of the train.
The estimated velocities of the detectors at different positions are set as yiThe distance between the ith detector and the first detector is set as xiAnd y isiIs xiLinear function of (c):
yi＝kxi+m (8)
will know the coordinates (x)i,yi) The unknown numbers k and m can be obtained by carrying in (8), and then a speed-distance curve is fitted, and the acceleration of the running train is estimated to be
s is the distance from the first detector to the last detector.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. 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 making any creative effort, shall fall within the protection scope of the present invention.
Take the signal received by a plurality of low frequency detectors 5m away from the high-speed rail passing time as an example.
Referring to fig. 2, time domain waveforms of a vertical ground component, a vertical high-speed rail component and a parallel high-speed rail component received by a detector when the train 1 passes through the detector are shown in sequence, and it can be seen that the time taken for the high-speed train to pass through the point is about 5 seconds.
Referring to fig. 3, it can be seen that the peaks of the amplitude spectrum are distributed at substantially equal intervals, and are distributed in a frequency range of 0 to 100Hz, and are distributed in a narrow band. This further verifies that the spectral peak-to-peak spacing should be related to high-speed rail car length and speed.
Referring to fig. 4, it can be seen that the cross-correlation coefficient is mostly about 0.2 for a series of amplitude template functions and the actual signal amplitude spectrum, and starts to become larger when the speed approaches 280km/h, and reaches the maximum when the speed reaches 297.2km/h, so the initially estimated speed is 297.2 km/h.
Referring to fig. 5, a train speed-cross correlation function curve obtained by quadratic fitting is fitted on the basis of speed rough scanning, speed points obtained by rough scanning and a plurality of speed points on the left and right sides of the speed points are selected to fit a quadratic function of a cross correlation coefficient-speed, and the abscissa of an extreme point is a preliminarily estimated speed of 296.8 km/h.
Referring to FIG. 6, the estimated acceleration is the velocity-distance curve fitted with the instantaneous velocity of the train as it passes over each detector
The magnitude of which is related to the distance s from the first detector to the last detector, fig. 6 being such that s is 16m, the estimated acceleration is-0.04946 m/s2The state where the train is in the deceleration running state when passing through the pickup is described.
In summary, the method for estimating the running acceleration of the high-speed rail train by using a plurality of geophones comprises the steps of firstly presetting a stress function amplitude spectrum of a certain point on a high-speed rail when the train passes through, then taking the speed corresponding to the maximum cross-correlation function of the simplified stress function amplitude spectrum and the signal amplitude spectrum received by a single geophone at various speeds as an estimated value of the running speed of the train, and finally converting the speed estimated by the plurality of geophones into a speed-distance curve to calculate the running acceleration of the train.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
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 idea of the present invention falls within the protection scope of the claims of the present invention.
Claims (10)
1. A method for estimating the running acceleration of a high-speed train by using a plurality of geophones is characterized by comprising the following steps:
s1, designing an amplitude spectrum template function according to the running speed and the typical parameters of the high-speed train, and then simplifying the theoretical amplitude spectrum function;
s2, placing three-component geophones at fixed intervals along a high-speed rail line;
s3, intercepting the signal excited by the passing of the high-speed rail in the seismic data of the single geophone;
s4, carrying out Fourier transform on the signal intercepted in the step S3 to obtain a corresponding average amplitude spectrum;
s5, cross-correlating the simplified amplitude spectrum template of the step S1 with the average amplitude spectrum of the step S4;
s6, searching the speed corresponding to the maximum cross correlation coefficient in all the cross correlation coefficients in the step S5;
s7, selecting a speed point v obtained by rough scanningsAnd left side velocity point vsΔ v and right velocity point vs+ Δ v to fit a quadratic function of the cross correlation coefficient-velocity, Δ v being the velocity interval, the velocity values corresponding to the extreme points of the function
As a final speed estimation result v when the high-speed train passes through the detector in step S3final；
And S8, fitting the speeds estimated by the detectors at different positions in the step S7 into a speed-distance curve, and estimating the running acceleration of the train.
2. The method for estimating acceleration of operation of a high-speed train using a plurality of geophones in accordance with claim 1, wherein in step S1, the simplified model of the amplitude spectrum template function is:
wherein v is the running speed of the train, L is the length of the train carriages, N is the number of the train carriages, and omega is the angular frequency.
3. The method for estimating acceleration of train operation using a plurality of geophones according to claim 1, wherein in step S3, the three-component signal excited during the passing of the high-speed rail is intercepted to include a vertical ground component, a vertical high-speed rail line horizontal component and a horizontal component parallel to the high-speed rail line.
4. The method for estimating acceleration of a train running on a high-speed rail using a plurality of geophones according to claim 1, wherein in step S4, the average amplitude spectrum a (ω) is:
where ω is the angular frequency, AxIs the amplitude spectrum of the component perpendicular to the ground, AyIs the amplitude spectrum parallel to the high-speed rail component, AZIs the amplitude spectrum of the vertical high-speed rail component.
5. The method of estimating acceleration of operation of a high-speed rail train using a plurality of geophones according to claim 4, wherein assuming that the signal resulting from the intercepted high-speed rail operation is Y (t), its Fourier transform Y (ω) is:
6. the method for estimating acceleration of a train running on a high-speed rail by using a plurality of geophones according to claim 1, wherein in step S5, the cross-correlation coefficient corr (v) is:
wherein, ω ismaxTo simplify the maximum frequency point, ω, of the amplitude spectrum template functionminIn order to simplify the minimum frequency point of the amplitude spectrum template function, S (omega, v) is an assumed simplified amplitude spectrum function, and A (omega) is a vertical ground component amplitude spectrum, a parallel high-speed rail component amplitude spectrum and a vertical high-speed rail component amplitude spectrum caused by high-speed rail operation, and is subjected to Fourier transform respectively to obtain an average amplitude spectrum.
7. The method for estimating acceleration of a high-speed train using a plurality of geophones according to claim 1, wherein in step S6, corresponding velocity vrComprises the following steps:
wherein v isrIs a rough estimate of the velocity v, corr (v) is the cross-correlation coefficient.
8. The method for estimating the running acceleration of a high-speed train using a plurality of geophones according to claim 1, wherein in step S7, three coarse scanning points are introduced in the form of coordinates into the cross correlation coefficient f (v), unknowns a, b, c are obtained, and a quadratic function of the cross correlation coefficient-velocity is fitted, wherein the cross correlation coefficient f (v) is:
f(v)＝av2+bv+c
where v is the coarse scan point velocity.
9. The method for estimating acceleration of operation of a high-speed train using a plurality of geophones according to claim 1, wherein in step S8, the known coordinates (x) are used as a basisi,yi) Calculating unknown numbers k and m, fitting a speed-distance curve, and estimating the acceleration of train operation as
s is the distance from the first detector to the last detector.
10. The method of estimating acceleration of operation of a high-speed railway train using a plurality of geophones according to claim 9, wherein the estimated velocities of the geophones at different positions are set to yiThe distance between the ith detector and the first detector is set as xi，yiIs xiThe linear function of (a) is specifically:
yi＝kxi+m。
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN113341175B (en) * | 2021-06-04 | 2022-10-25 | 西安交通大学 | High-speed rail running acceleration estimation method and system based on single detector |
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