CN113532636B - Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium - Google Patents
Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium Download PDFInfo
- Publication number
- CN113532636B CN113532636B CN202110956527.1A CN202110956527A CN113532636B CN 113532636 B CN113532636 B CN 113532636B CN 202110956527 A CN202110956527 A CN 202110956527A CN 113532636 B CN113532636 B CN 113532636B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- acceleration
- transverse
- frequency
- shaking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000000737 periodic effect Effects 0.000 title claims abstract description 65
- 238000000034 method Methods 0.000 title claims abstract description 64
- 230000001133 acceleration Effects 0.000 claims abstract description 247
- 238000001914 filtration Methods 0.000 claims abstract description 31
- 238000011282 treatment Methods 0.000 claims abstract description 5
- 238000001228 spectrum Methods 0.000 claims description 29
- 230000015654 memory Effects 0.000 claims description 15
- 238000012216 screening Methods 0.000 claims description 11
- 238000004590 computer program Methods 0.000 claims description 8
- 230000006870 function Effects 0.000 claims description 8
- 238000013519 translation Methods 0.000 claims description 3
- 238000012423 maintenance Methods 0.000 abstract description 5
- 238000001514 detection method Methods 0.000 description 21
- 230000008569 process Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 10
- 238000004891 communication Methods 0.000 description 8
- 230000007246 mechanism Effects 0.000 description 5
- 230000007935 neutral effect Effects 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000003287 optical effect Effects 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 238000012545 processing Methods 0.000 description 2
- 230000011218 segmentation Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 230000010356 wave oscillation Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
- G01H17/00—Measuring mechanical vibrations or ultrasonic, sonic or infrasonic waves, not provided for in the preceding groups
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
Provided herein are a method, apparatus, device, and storage medium for detecting low frequency periodic sloshing, wherein the method includes: carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration; determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value; determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section; comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking or not. The method can detect and identify the section of the railway vehicle, which possibly generates low-frequency periodic sloshing, so that subsequent maintenance and other treatments are facilitated.
Description
Technical Field
The present invention relates to the railway field, and in particular, to a method, apparatus, device, and storage medium for detecting low frequency periodic sloshing.
Background
Snaking is a characteristic phenomenon of railway vehicles, which is closely related to nonlinear vibration and motion stability, which determines the highest allowable running speed of the railway vehicle and affects other dynamic properties of the vehicle. The snaking motion is unavoidable in the running process of the vehicle, the snaking motion which is stable and quickly converged to the balance position cannot have excessive influence on the running of the vehicle, but when the vehicle is subjected to severe periodic snaking motion, the vehicle can vibrate greatly, so that the vehicle is rocked, the running safety and riding comfort are affected, and even derailment and overturning are caused when the vehicle is severe.
Snaking is the primary cause of vehicle sway, which is common to two classes: the vehicle is periodically swayed with higher vibration frequency, and the swaying vehicle is caused by factors such as poor matching of wheel tracks, overlarge equivalent taper and the like, so that the bogie is swayed in a fierce serpentine shape; the other type is periodic swaying vehicles with lower vibration frequency, at the moment, the frequency of the snaking motion of the vehicle is very close to the natural frequency of the vehicle, resonance can be induced, and the vehicle is swayed with severe vibration and slow convergence.
In the prior art, the detection of periodic vehicle sway with higher vibration frequency is mainly performed, and a detection method for low-frequency periodic vehicle sway is not formed at present.
Therefore, a method for detecting low-frequency periodic sloshing is needed to detect and identify the section of the railway vehicle where the low-frequency periodic sloshing is likely to occur, so as to facilitate subsequent maintenance and other treatments.
Disclosure of Invention
An object of the embodiments herein is to provide a method, apparatus, device and storage medium for detecting low-frequency periodic sloshing, so as to detect and identify a section of a railway vehicle where the low-frequency periodic sloshing may occur, thereby facilitating subsequent maintenance and other processes.
In order to achieve the above object, in one aspect, an embodiment herein provides a method for detecting a low-frequency periodic shake car, including:
Carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking or not.
Preferably, the step of performing bandpass filtering of the set frequency range on the lateral acceleration of the vehicle body to obtain a filtered acceleration includes:
converting the vehicle transverse acceleration from a time domain to a frequency domain to obtain the vehicle transverse acceleration in the frequency domain;
and carrying out band-pass filtering of a set frequency range on the vehicle transverse acceleration in the frequency domain, and converting the filtered acceleration obtained after the band-pass filtering treatment into a time domain from the frequency domain.
Preferably, the determining the suspected vehicle-shaking section according to the filtered acceleration and the set acceleration threshold includes:
screening out the vehicle body point positions with the acceleration of zero value after filtering;
dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
Combining adjacent m sections in the sections to form a plurality of sections;
judging whether the maximum filtered acceleration corresponding to each section in each section is greater than or equal to a set acceleration threshold value;
if so, the corresponding section is determined to be a suspected vehicle shaking section.
Preferably, the determining the suspected vehicle-shaking section according to the filtered acceleration and the set acceleration threshold includes:
screening out the vehicle body point positions with the acceleration of zero value after filtering;
dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
screening intervals meeting preset conditions, wherein the preset conditions are that the maximum filtered acceleration corresponding to the intervals is larger than or equal to a set acceleration threshold value;
and combining m adjacent sections in the screened sections to form a suspected vehicle shaking section.
Preferably, the shake indicator data corresponding to the suspected shake section at least includes:
the suspected shaking section corresponds to a transverse vibration main frequency, a transverse vibration intensity factor, a transverse energy concentration rate, a vertical vibration main frequency, a vertical vibration intensity factor and a vertical energy concentration rate;
the vehicle shaking index standard value at least comprises:
The standard interval of the vehicle body upper center roll frequency, the vehicle body transverse acceleration vibration intensity factor threshold, the vehicle body transverse acceleration energy concentration rate threshold, the vehicle body vertical acceleration vibration intensity factor threshold and the vehicle body vertical acceleration energy concentration rate threshold.
Preferably, determining the vehicle sway indicator data corresponding to the suspected vehicle sway section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle sway section includes:
respectively carrying out time-frequency analysis on the vehicle body transverse acceleration and the vehicle body vertical acceleration corresponding to the suspected vehicle shaking section, and determining a time frequency spectrum corresponding to the vehicle body transverse acceleration and a time frequency spectrum corresponding to the vehicle body vertical acceleration;
according to the time frequency spectrum corresponding to the vehicle transverse acceleration, respectively determining a transverse vibration main frequency, a transverse vibration intensity factor and a transverse energy concentration rate corresponding to a suspected vehicle shaking section;
and respectively determining the vertical vibration main frequency, the vertical vibration intensity factor and the vertical energy concentration ratio corresponding to the suspected vehicle shaking section according to the time frequency spectrum corresponding to the vertical acceleration of the vehicle body.
Preferably, the comparing, according to the shake index data and a shake index standard value, to determine whether the suspected shake section has a low-frequency periodic shake, includes:
Judging whether the transverse vibration main frequency and the vertical vibration main frequency are both in a standard interval of the vehicle body upper center roll frequency, whether the transverse vibration intensity factor is larger than the vehicle body transverse acceleration vibration intensity factor threshold, whether the vertical vibration intensity factor is larger than the vehicle body vertical acceleration vibration intensity factor threshold, whether the transverse energy concentration rate is larger than the vehicle body transverse acceleration energy concentration rate threshold, and whether the vertical energy concentration rate is larger than the vehicle body vertical acceleration energy concentration rate threshold;
and if so, the suspected vehicle-shaking section has low-frequency periodic vehicle shaking.
In another aspect, embodiments herein provide a device for detecting low frequency periodic sloshing, the device including:
and a band-pass filtering module: carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
a suspected section determination module: determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
the index data determining module: determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
The low-frequency periodic vehicle shaking determining module is used for: comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking or not.
In yet another aspect, embodiments herein also provide a computer device including a memory, a processor, and a computer program stored on the memory, which when executed by the processor, performs instructions of any of the methods described above.
In yet another aspect, embodiments herein also provide a computer-readable storage medium having stored thereon a computer program which, when executed by a processor of a computer device, performs instructions of a method according to any of the above.
As can be seen from the technical solutions provided in the embodiments herein, the suspicious vehicle-shaking section is determined by the filtered acceleration, and then the suspicious vehicle-shaking section is further confirmed, and in the process of further confirming, whether the suspicious vehicle-shaking section has the low-frequency periodic vehicle-shaking can be further confirmed by comparing the vehicle-shaking index data corresponding to the suspicious vehicle-shaking section with the vehicle-shaking index standard value. This process improves the detection efficiency and also improves the accuracy of the detection.
The foregoing and other objects, features and advantages will be apparent from the following more particular description of preferred embodiments, as illustrated in the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments herein or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments herein and that other drawings may be obtained according to these drawings without inventive effort to a person skilled in the art.
Fig. 1 is a schematic flow chart of a method for detecting low-frequency periodic sloshing provided in an embodiment herein;
FIG. 2 illustrates a flow chart for deriving filtered acceleration provided by embodiments herein;
fig. 3 illustrates a schematic flow chart for determining a suspected vehicle-shaking section provided by an embodiment herein;
fig. 4 illustrates another flow diagram provided by embodiments herein for determining a suspected sloshing section;
fig. 5 shows a schematic view of a suspected vehicle-sloshing section and a non-suspected vehicle-sloshing section in a vehicle body provided by embodiments herein;
fig. 6 illustrates a flowchart for determining shake index data corresponding to the suspected shake section provided in the embodiments herein;
Fig. 7 is a schematic diagram illustrating a main frequency of vibration of a suspected vehicle-shaking section provided in an embodiment herein;
FIG. 8 illustrates a schematic diagram of a suspected sloshing section vibration intensity factor provided by embodiments herein;
FIG. 9 illustrates a schematic diagram of suspected sloshing section energy concentration provided by embodiments herein;
fig. 10 is a schematic block diagram of a detection device for low-frequency periodic sloshing provided in the embodiment herein;
fig. 11 shows a schematic structural diagram of a computer device provided in an embodiment herein.
Description of the drawings:
100. a band-pass filtering module;
200. a suspected section determination module;
300. an index data determining module;
400. a low-frequency periodic vehicle shaking determining module;
1102. a computer device;
1104. a processor;
1106. a memory;
1108. a driving mechanism;
1110. an input/output module;
1112. an input device;
1114. an output device;
1116. a presentation device;
1118. a graphical user interface;
1120. a network interface;
1122. a communication link;
1124. a communication bus.
Detailed Description
The following description of the embodiments of the present disclosure will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the disclosure. All other embodiments, based on the embodiments herein, which a person of ordinary skill in the art would obtain without undue burden, are within the scope of protection herein.
Snaking is the primary cause of vehicle sway, which is common to two classes: the vehicle is periodically swayed with higher vibration frequency, and the swaying vehicle is caused by factors such as poor matching of wheel tracks, overlarge equivalent taper and the like, so that the bogie is swayed in a fierce serpentine shape; the other type is periodic swaying vehicles with lower vibration frequency, at the moment, the frequency of the snaking motion of the vehicle is very close to the natural frequency of the vehicle, resonance can be induced, and the vehicle is swayed with severe vibration and slow convergence.
In the prior art, the detection of periodic vehicle sway with higher vibration frequency is mainly performed, and a detection method for low-frequency periodic vehicle sway is not formed at present.
In order to solve the above-mentioned problems, embodiments herein provide a method for detecting low-frequency periodic sloshing. Fig. 1 is a schematic step diagram of a method for detecting low frequency periodic sloshing provided in the embodiments herein, the present disclosure provides the method operation steps described in the examples or flowcharts, but may include more or fewer operation steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one way of performing the order of steps and does not represent a unique order of execution. When a system or apparatus product in practice is executed, it may be executed sequentially or in parallel according to the method shown in the embodiments or the drawings.
Referring to fig. 1, a method for detecting low-frequency periodic sloshing includes:
s101: carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
s102: determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
s103: determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
s104: comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking or not.
The vehicle body comprises a transverse acceleration and a vertical acceleration in addition to the running acceleration in the running process, wherein the transverse acceleration is the acceleration when the vehicle body swings left and right, and the vertical acceleration is the acceleration when the vehicle body swings up and down. When the band-pass filtering is carried out, the band-pass filtering can be carried out according to a set frequency range, the set frequency range can be determined to be 0.1-10 Hz according to the actual driving condition of the railway vehicle, so that trend items and high-frequency signal components generated by curves in the transverse acceleration of the vehicle body are filtered, and the accuracy of the follow-up determination of the suspected vehicle shaking section is ensured. Of course, railway vehicles are generally classified into low-frequency periodic sloshing with a frequency of 2 hz or less and high-frequency periodic sloshing with a frequency of 3-9 hz, so that when a set frequency range is determined, the set frequency range may be determined to be 0-5 hz, and the like, and specifically, the set frequency range may be set according to actual working needs.
The length of the whole vehicle body is longer, in the detection process of the low-frequency periodic vehicle shaking, the suspected vehicle shaking section can be determined according to the filtered acceleration, and then the suspected vehicle shaking section is further confirmed. In the process of further confirming, whether the suspected vehicle-shaking section has low-frequency periodic vehicle shaking can be further confirmed by comparing the vehicle-shaking index data corresponding to the suspected vehicle-shaking section with a vehicle-shaking index standard value. This process improves the detection efficiency and also improves the accuracy of the detection.
Referring to fig. 2, in the embodiment herein, the band-pass filtering of the set frequency range for the lateral acceleration of the vehicle body to obtain the filtered acceleration includes:
s201: converting the vehicle transverse acceleration from a time domain to a frequency domain to obtain the vehicle transverse acceleration in the frequency domain;
s202: and carrying out band-pass filtering of a set frequency range on the vehicle transverse acceleration in the frequency domain, and converting the filtered acceleration obtained after the band-pass filtering treatment into a time domain from the frequency domain.
Specifically, fourier transformation may be performed by the following formula to transform the vehicle lateral acceleration from the time domain to the frequency domain:
Where ω is the frequency, F' (N) is the lateral acceleration of the vehicle, and since one lateral acceleration is taken for each vehicle body point on a railway vehicle, N is the total number of lateral accelerations of the vehicle body, F (ω) is the lateral acceleration of the vehicle body in the frequency domain, and i is an imaginary number.
After the vehicle transverse acceleration in the frequency domain is subjected to band-pass filtering in a set frequency range, the filtered acceleration obtained after the band-pass filtering is converted into a time domain from the frequency domain by the following formula:
wherein F is S The upper limit frequency of the band-pass filter is denoted by alpha, the lower limit frequency of the band-pass filter is denoted by f (n), the acceleration after the filter is performed, and i is an imaginary number.
Referring to fig. 3, in an embodiment herein, determining a suspected vehicle-shaking section according to the filtered acceleration and a set acceleration threshold includes:
s301: screening out the vehicle body point positions with the acceleration of zero value after filtering;
s302: dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
s303: combining adjacent m sections in the sections to form a plurality of sections;
s304: judging whether the maximum filtered acceleration corresponding to each section in each section is greater than or equal to a set acceleration threshold value;
S305: if so, the corresponding section is determined to be a suspected vehicle shaking section.
For a railway vehicle, a plurality of vehicle body points are arranged along the length direction of the railway vehicle, and each vehicle body point is provided with a filtered acceleration. The zero value may divide the filtered acceleration into a number of segments, m being data greater than or equal to the set wavenumber threshold for adjacent m segments, that is, the m segments are combined to form a segment as long as there are adjacent m segments, the segment containing at least the set wavenumber threshold segments.
And further judging each section in each section, judging whether the maximum filtered acceleration corresponding to each section is larger than or equal to a set acceleration threshold value, and if so, judging that the corresponding section is a suspected vehicle shaking section.
In the above process, for the set wave number threshold value and the set acceleration threshold value, it should be determined from two angles of analysis of the high-speed railway preceding standard and the measured data statistics. In the existing 'high-speed railway track irregularity maintenance management standard', the daily maintenance management ultra-limit value of the vehicle body transverse acceleration peak value is 0.06g, so that the set acceleration threshold value is lower than 0.06g for a high-speed railway vehicle. After statistics of measured data, when the set acceleration threshold value takes 0.02g, the amplitude of 75% of the transverse acceleration of the vehicle body at the super-threshold position is obviously attenuated after 1-2 wave oscillation. And the 25% of the super-threshold position can be influenced by the factors of line conditions, running speed and the like, the vibration convergence is relatively slow, and the transverse acceleration of the vehicle body can return to a stable state after the vibration of 3-4 waves. Finally, through analysis and confirmation, when the wave number threshold value is set to be 6 and the acceleration threshold value is set to be 0.02g, the determination of the suspected vehicle-shaking section is the most accurate, namely, when at least 0.02g is taken as the vehicle transverse acceleration to carry out periodic shaking of at least 6 waves as a detection basis, the detection result does not miss the vehicle-shaking section, and the false recognition quantity of the non-vehicle-shaking section is relatively moderate.
In carrying out the above steps, in particular,
taking the set f (n) =0 as:
{n 1 ,n 2 ,…,n s }，1≤s≤N；
wherein f (n) is the filtered acceleration, n s The s zero point of the filtered acceleration f (N), N is the total number of the lateral acceleration of the vehicle body, and s is an integer;
dividing the filtered acceleration into s-1 intervals:
I k ＝[n k ,n k+1 ]，1≤k≤s-1；
wherein I is k Is the kth interval;
taking m adjacent sections in s-1 sections to form a section X i ：
X i ＝{I i ,I i+1 ,...,I i+m-1 ,I i+m }，1≤i≤s-1-m；
Where i is an integer and m is twice the set wave number threshold, the set wave number threshold is one wave band which is rocked to either side of the vehicle body and then returned to the neutral position, but m is twice the set wave number threshold since each rocking is a process in which the vehicle body is rocked from the neutral position to one side, then returned to the neutral position, then rocked to the other side, and then returned to the neutral position.
Judging section X i Each interval I of i Whether the corresponding maximum filtered acceleration is greater than or equal to a set acceleration threshold value;
if so, the section X is set i And determining the suspected vehicle shaking section.
Referring to fig. 4, in another embodiment herein, the determining the suspected vehicle-shaking section according to the filtered acceleration and the set acceleration threshold includes:
s401: screening out the vehicle body point positions with the acceleration of zero value after filtering;
S402: dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
s403: screening intervals meeting preset conditions, wherein the preset conditions are that the maximum filtered acceleration corresponding to the intervals is larger than or equal to a set acceleration threshold value;
s404: and combining m adjacent sections in the screened sections to form a suspected vehicle shaking section.
In the previous embodiment, after the vehicle body is divided into a plurality of sections, m sections adjacent to each other in the plurality of sections are combined to form a plurality of sections, and then each section is respectively determined whether to be a suspected vehicle shaking section by setting an acceleration threshold. In this embodiment, after the vehicle body is divided into a plurality of sections, each section is directly determined by setting an acceleration threshold value, whether the corresponding section has a vehicle sway is determined, and then adjacent m sections are combined to form a suspected vehicle sway section. Both embodiments can achieve the purpose of determining a suspected vehicle sway section.
Referring to fig. 5, a suspected vehicle-shaking section and a non-suspected vehicle-shaking section in the whole vehicle body are obtained after preliminary screening of the suspected vehicle-shaking section by the method herein.
In this embodiment, the sloshing index data corresponding to the suspected sloshing section at least includes:
the suspected shaking section corresponds to a transverse vibration main frequency, a transverse vibration intensity factor, a transverse energy concentration rate, a vertical vibration main frequency, a vertical vibration intensity factor and a vertical energy concentration rate;
the vehicle shaking index standard value at least comprises:
the standard interval of the vehicle body upper center roll frequency, the vehicle body transverse acceleration vibration intensity factor threshold, the vehicle body transverse acceleration energy concentration rate threshold, the vehicle body vertical acceleration vibration intensity factor threshold and the vehicle body vertical acceleration energy concentration rate threshold.
Specifically, the roll frequency of the upper center of the vehicle body can be calculated by the following formula:
wherein,
wherein K is sy And K sz Respectively two-system suspension transverse and vertical rigidity of each side of each bogie, d is half of two-system suspension transverse span, h c Is the vertical distance between the mass center of the car body and the secondary suspension, J cx For the rolling moment of inertia of the vehicle body, M c For the mass of the car body, K θ For the rigidity of the torsion bar for resisting side rolling of the bogie, g is the gravity acceleration, and generally 9.8m/s is taken 2 ，F n Is the rolling frequency of the upper center of the car body.
After the center roll frequency of the vehicle body is determined, respectively taking 0.95 times and 1.05 times of the center roll frequency of the vehicle body as the left endpoint value and the right endpoint value of the standard interval of the center roll frequency of the vehicle body, and further determining the standard interval of the center roll frequency of the vehicle body.
Can be 2.5X10 4 The vibration intensity factor threshold value of the transverse acceleration of the vehicle body is 0.8, the energy concentration rate threshold value of the transverse acceleration of the vehicle body is 1 multiplied by 10 4 The threshold value is the vibration intensity factor of the vertical acceleration of the vehicle body, and 0.5 is the threshold value of the energy concentration rate of the vertical acceleration of the vehicle body.
Referring to fig. 6, further, determining vehicle sway indicator data corresponding to the suspected vehicle sway section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle sway section includes:
s501: respectively carrying out time-frequency analysis on the vehicle body transverse acceleration and the vehicle body vertical acceleration corresponding to the suspected vehicle shaking section, and determining a time frequency spectrum corresponding to the vehicle body transverse acceleration and a time frequency spectrum corresponding to the vehicle body vertical acceleration;
s502: according to the time frequency spectrum corresponding to the vehicle transverse acceleration, respectively determining a transverse vibration main frequency, a transverse vibration intensity factor and a transverse energy concentration rate corresponding to a suspected vehicle shaking section;
s503: and respectively determining the vertical vibration main frequency, the vertical vibration intensity factor and the vertical energy concentration ratio corresponding to the suspected vehicle shaking section according to the time frequency spectrum corresponding to the vertical acceleration of the vehicle body.
The steps S502 and S503 may be executed in parallel, or may be executed first and then, and the sequence is not limited herein. Before the steps are carried out, each suspected vehicle shaking section can be segmented, and the vehicle shaking section with the longer length is divided into a plurality of suspected vehicle shaking sections with the shorter length. When the segmentation is carried out, the segmentation can be carried out according to the set length, and the set length can be determined according to the running condition of a specific railway vehicle. For example, in a high-speed railway, running at 300 km/h for 5.5 seconds has a great influence on the running safety, and 300 km/h multiplied by 5.5 seconds, that is, 450 meters can be determined as the set length.
For example, for analysis of 3 suspected car-shake sections shown in table 1 below:
TABLE 1
| Sequence number | Initial mileage | Terminating mileage |
| 1 | K93+075 | K97+790 |
| 2 | K100+128 | K100+343 |
| 3 | K104+316 | K104+572 |
Since the length of the filtered acceleration signal corresponding to the section 1 exceeds 450 meters, the corresponding data is firstly sliced into sub-signals with the unit length of 450 meters (the length of the final sub-signal is less than 450 meters), and then the subsequent analysis is performed. The length of the acceleration signal after the section 2 and the section 3 are filtered is less than 450 meters, and the subsequent analysis can be directly carried out.
In the above steps S501 to S503, specific steps are as follows:
and respectively performing time-frequency analysis on the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section through the following formula:
wherein h (tau-t) is a window function, t is a translation parameter, s (tau) is a corresponding transverse acceleration or vertical acceleration of the vehicle body, tau is a continuous running duration of the railway vehicle, f is a frequency, and i is an imaginary number.
The analysis result corresponding to the vehicle transverse acceleration and the analysis result corresponding to the vehicle vertical acceleration are obtained, and the time spectrum corresponding to the vehicle transverse acceleration and the time spectrum corresponding to the vehicle vertical acceleration are further respectively determined by the analysis result corresponding to the vehicle transverse acceleration and the analysis result corresponding to the vehicle vertical acceleration according to the following formulas:
Wherein T is the time of running with corresponding vehicle transverse acceleration or vehicle vertical acceleration, and M (f) is the time spectrum corresponding to the vehicle transverse acceleration or the time spectrum corresponding to the vehicle vertical acceleration.
Then, the following formulas are utilized to respectively determine the main transverse vibration frequency, the transverse vibration intensity factor and the transverse energy concentration ratio corresponding to the suspected vehicle shaking section according to the time frequency spectrum corresponding to the vehicle transverse acceleration:
wherein f pf The main frequency of the transverse vibration corresponding to the suspected vehicle shaking section is M (f) which is the time frequency spectrum corresponding to the transverse acceleration of the vehicle body;
wherein c is a transverse vibration intensity factor corresponding to the suspected vehicle shaking section, F n For the upper center roll frequency of the car body, a is half of the frequency bandwidth, and can take F which is 0.2 times of F n ；
Wherein, μ is the transverse energy concentration rate.
Similarly, the vertical vibration main frequency, the vertical vibration intensity factor and the vertical energy concentration rate corresponding to the suspected vehicle shaking section can be respectively determined according to the time spectrum corresponding to the vertical acceleration of the vehicle body by using the three formulas, and the calculation process and the thought are the same, so that the description is omitted.
In this embodiment, the comparing, according to the shake indicator data and a shake indicator standard value, the determining whether the suspected shake section has a low-frequency periodic shake includes:
Judging whether the transverse vibration main frequency and the vertical vibration main frequency are both in a standard interval of the vehicle body upper center roll frequency, whether the transverse vibration intensity factor is larger than the vehicle body transverse acceleration vibration intensity factor threshold, whether the vertical vibration intensity factor is larger than the vehicle body vertical acceleration vibration intensity factor threshold, whether the transverse energy concentration rate is larger than the vehicle body transverse acceleration energy concentration rate threshold, and whether the vertical energy concentration rate is larger than the vehicle body vertical acceleration energy concentration rate threshold;
and if so, the suspected vehicle-shaking section has low-frequency periodic vehicle shaking.
Specifically, if only one of the above conditions is not satisfied, the suspected vehicle-shaking section is determined to have no low-frequency periodic vehicle-shaking, and if only all of the above conditions are satisfied, the suspected vehicle-shaking section is determined to have low-frequency periodic vehicle-shaking.
Referring to fig. 7, a schematic diagram of a transverse vibration main frequency and a vertical vibration main frequency corresponding to a suspected vehicle-shaking section, referring to fig. 8, a transverse vibration intensity factor, a vertical vibration intensity factor, a vehicle transverse acceleration vibration intensity factor threshold and a vehicle vertical acceleration vibration intensity factor threshold corresponding to a suspected vehicle-shaking section, and referring to fig. 9, a schematic diagram of a transverse energy concentration rate, a vertical energy concentration rate, a vehicle transverse acceleration energy concentration rate threshold and a vehicle vertical acceleration energy concentration rate threshold corresponding to a suspected vehicle-shaking section are shown.
The method comprises the steps of firstly carrying out band-pass filtering, then carrying out identification of a suspected vehicle shaking section on the whole vehicle body, and finally carrying out low-frequency periodic vehicle shaking detection on the suspected vehicle shaking section. Compared with the method for directly detecting the low-frequency periodic vehicle shaking of the whole vehicle body, the method can improve the detection efficiency of the low-frequency periodic vehicle shaking, and can directly remove the part of some obvious non-suspected vehicle shaking sections in the whole vehicle body, so that the whole monitoring process is more efficient and convenient. Table 2 below shows the comparison of the time taken for the detection method herein with the method of direct calculation of the entire vehicle body:
TABLE 2
Wherein t is mw For the use of the detection method, n is the number of suspected car-shaking sections obtained by the detection method, L hi For the length of the ith suspected vehicle-shaking section, T STFT For one time of time-frequency analysis, ld is the total length of the vehicle transverse acceleration signal or the vehicle vertical acceleration signal obtained by one time detection, l STFT The length of the vehicle transverse acceleration signal or the vehicle vertical acceleration signal is used for time-frequency analysis.
From a theoretical point of view, there is the following relationship:
therefore, the suspected car shaking section is subjected to preliminary screening by the detection method, and the calculation efficiency can be effectively improved.
Based on the above-mentioned method for detecting low-frequency periodic sloshing, the embodiments herein further provide a device for detecting low-frequency periodic sloshing. The described devices may include systems (including distributed systems), software (applications), modules, components, servers, clients, etc. that employ the methods described in embodiments herein in combination with the necessary devices to implement the hardware. Based on the same innovative concepts, the embodiments herein provide for devices in one or more embodiments as described in the following examples. Since the implementation of the device for solving the problem is similar to the method, the implementation of the device in the embodiment herein may refer to the implementation of the foregoing method, and the repetition is not repeated. As used below, the term "unit" or "module" may be a combination of software and/or hardware that implements the intended function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
Specifically, fig. 10 is a schematic block diagram of an embodiment of a detection device for low-frequency periodic shake cart provided in this embodiment, and referring to fig. 10, the detection device for low-frequency periodic shake cart provided in this embodiment includes: the system comprises a band-pass filtering module 100, a suspected section determining module 200, an index data determining module 300 and a low-frequency periodic vehicle-shaking determining module 400.
Band-pass filter module 100: carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
the suspected section determination module 200: determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
the index data determination module 300: determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
low frequency periodic sloshing determination module 400: comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking or not.
Referring to fig. 11, a computer device 1102 is further provided in an embodiment of the present disclosure based on the above-mentioned method for detecting low-frequency periodic sloshing, where the method runs on the computer device 1102. The computer device 1102 may include one or more processors 1104, such as one or more Central Processing Units (CPUs) or Graphics Processors (GPUs), each of which may implement one or more hardware threads. The computer device 1102 may also comprise any memory 1106 for storing any kind of information, such as code, settings, data, etc., and in a particular embodiment a computer program on the memory 1106 and executable on the processor 1104, which when executed by the processor 1104, may execute instructions according to the methods described above. For example, and without limitation, memory 1106 may comprise any one or more of the following combinations: any type of RAM, any type of ROM, flash memory devices, hard disks, optical disks, etc. More generally, any memory may store information using any technique. Further, any memory may provide volatile or non-volatile retention of information. Further, any memory may represent fixed or removable components of the computer device 1102. In one case, when the processor 1104 executes associated instructions stored in any memory or combination of memories, the computer device 1102 may perform any of the operations of the associated instructions. The computer device 1102 also includes one or more drive mechanisms 1108 for interacting with any memory, such as a hard disk drive mechanism, optical disk drive mechanism, and the like.
The computer device 1102 may also include an input/output module 1110 (I/O) for receiving various inputs (via an input device 1112) and for providing various outputs (via an output device 1114). One particular output mechanism may include a presentation device 1116 and an associated graphical user interface 1118 (GUI). In other embodiments, input/output module 1110 (I/O), input device 1112, and output device 1114 may not be included, but merely as a computer device in a network. The computer device 1102 may also include one or more network interfaces 1120 for exchanging data with other devices via one or more communication links 1122. One or more communication buses 1124 couple together the components described above.
The communication link 1122 may be implemented in any manner, for example, through a local area network, a wide area network (e.g., the internet), a point-to-point connection, etc., or any combination thereof. Communication link 1122 may include any combination of hardwired links, wireless links, routers, gateway functions, name servers, etc. governed by any protocol or combination of protocols.
Corresponding to the method in fig. 1-4 and 6, embodiments herein also provide a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the above method.
Embodiments herein also provide a computer readable instruction wherein the program therein causes the processor to perform the method as shown in fig. 1 to 4 and 6 when the processor executes the instruction.
It should be understood that, in the various embodiments herein, the sequence number of each process described above does not mean the sequence of execution, and the execution sequence of each process should be determined by its functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments herein.
It should also be understood that in embodiments herein, the term "and/or" is merely one relationship that describes an associated object, meaning that three relationships may exist. For example, a and/or B may represent: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.
Those of ordinary skill in the art will appreciate that the elements and algorithm steps described in connection with the embodiments disclosed herein may be embodied in electronic hardware, in computer software, or in a combination of the two, and that the elements and steps of the examples have been generally described in terms of function in the foregoing description to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.
In the several embodiments provided herein, it should be understood that the disclosed systems, devices, and methods may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. In addition, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices, or elements, or may be an electrical, mechanical, or other form of connection.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the elements may be selected according to actual needs to achieve the objectives of the embodiments herein.
In addition, each functional unit in the embodiments herein may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solutions herein are essentially or portions contributing to the prior art, or all or portions of the technical solutions may be embodied in the form of a software product stored in a storage medium, including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments herein. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Specific examples are set forth herein to illustrate the principles and embodiments herein and are merely illustrative of the methods herein and their core ideas; also, as will be apparent to those of ordinary skill in the art in light of the teachings herein, many variations are possible in the specific embodiments and in the scope of use, and nothing in this specification should be construed as a limitation on the invention.
Claims (8)
1. The method for detecting the low-frequency periodic vehicle shaking is characterized by comprising the following steps of:
carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking;
wherein, shake car index data that the said suspected section of shaking car corresponds, include at least:
the suspected shaking section corresponds to a transverse vibration main frequency, a transverse vibration intensity factor, a transverse energy concentration rate, a vertical vibration main frequency, a vertical vibration intensity factor and a vertical energy concentration rate;
Determining vehicle sway index data corresponding to the suspected vehicle sway section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle sway section, including:
and respectively performing time-frequency analysis on the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section through the following formula:
wherein h (tau-t) is a window function, t is a translation parameter, s (tau) is a corresponding transverse acceleration or vertical acceleration of the vehicle body, tau is a continuous running duration of the railway vehicle, f is a frequency, and i is an imaginary number;
obtaining an analysis result corresponding to the transverse acceleration of the vehicle body and an analysis result corresponding to the vertical acceleration of the vehicle body;
and respectively determining a time spectrum corresponding to the transverse acceleration of the vehicle body and a time spectrum corresponding to the vertical acceleration of the vehicle body according to an analysis result corresponding to the transverse acceleration of the vehicle body by using the following formula:
wherein, T is the time of running with the corresponding vehicle transverse acceleration or vehicle vertical acceleration, M (f) is the time spectrum corresponding to the vehicle transverse acceleration or the time spectrum corresponding to the vehicle vertical acceleration;
and respectively determining the transverse vibration main frequency, the transverse vibration intensity factor, the transverse energy concentration ratio, the vertical vibration main frequency, the vertical vibration intensity factor and the vertical energy concentration ratio corresponding to the suspected vehicle shaking section according to the time frequency spectrum corresponding to the vehicle transverse acceleration by using the following formula:
Wherein f pf The method comprises the steps that the method is a transverse vibration main frequency or a vertical vibration main frequency corresponding to a suspected vehicle shaking section, and M (f) is a time spectrum corresponding to vehicle transverse acceleration or a time spectrum corresponding to vehicle vertical acceleration;
wherein c is a transverse vibration intensity factor or a vertical vibration intensity factor corresponding to the suspected vehicle shaking section, F n The upper center roll frequency of the car body is half of the frequency band width, and F is 0.2 times of that of the car body n ；
Wherein μ is a lateral energy concentration or a vertical energy concentration;
wherein, according to shake car index data and shake car index standard value and compare, confirm whether the suspected car section of shaking has the periodic car of low frequency, include:
judging whether the transverse vibration main frequency and the vertical vibration main frequency are both in a standard interval of the vehicle body upper center roll frequency, whether the transverse vibration intensity factor is larger than the vehicle body transverse acceleration vibration intensity factor threshold, whether the vertical vibration intensity factor is larger than the vehicle body vertical acceleration vibration intensity factor threshold, whether the transverse energy concentration rate is larger than the vehicle body transverse acceleration energy concentration rate threshold, and whether the vertical energy concentration rate is larger than the vehicle body vertical acceleration energy concentration rate threshold;
And if so, the suspected vehicle-shaking section has low-frequency periodic vehicle shaking.
2. The method for detecting low-frequency periodic vehicle sway according to claim 1, wherein the band-pass filtering of the vehicle lateral acceleration in the set frequency range to obtain the filtered acceleration comprises:
converting the vehicle transverse acceleration from a time domain to a frequency domain to obtain the vehicle transverse acceleration in the frequency domain;
and carrying out band-pass filtering of a set frequency range on the vehicle transverse acceleration in the frequency domain, and converting the filtered acceleration obtained after the band-pass filtering treatment into a time domain from the frequency domain.
3. The method for detecting low-frequency periodic vehicle sway according to claim 1, wherein the determining a suspected vehicle sway section according to the filtered acceleration and a set acceleration threshold comprises:
screening out the vehicle body point positions with the acceleration of zero value after filtering;
dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
combining adjacent m sections in the sections to form a plurality of sections;
judging whether the maximum filtered acceleration corresponding to each section in each section is greater than or equal to a set acceleration threshold value;
If so, the corresponding section is determined to be a suspected vehicle shaking section.
4. The method for detecting low-frequency periodic vehicle sway according to claim 1, wherein the determining a suspected vehicle sway section according to the filtered acceleration and a set acceleration threshold comprises:
screening out the vehicle body point positions with the acceleration of zero value after filtering;
dividing the filtered acceleration signal into a plurality of sections according to the screened vehicle body point positions;
screening intervals meeting preset conditions, wherein the preset conditions are that the maximum filtered acceleration corresponding to the intervals is larger than or equal to a set acceleration threshold value;
and combining m adjacent sections in the screened sections to form a suspected vehicle shaking section.
5. The method for detecting low-frequency periodic sloshing according to claim 1, wherein,
the vehicle shaking index standard value at least comprises:
the standard interval of the vehicle body upper center roll frequency, the vehicle body transverse acceleration vibration intensity factor threshold, the vehicle body transverse acceleration energy concentration rate threshold, the vehicle body vertical acceleration vibration intensity factor threshold and the vehicle body vertical acceleration energy concentration rate threshold.
6. A device for detecting low frequency periodic sloshing, the device comprising:
And a band-pass filtering module: carrying out band-pass filtering on the transverse acceleration of the vehicle body to obtain filtered acceleration;
a suspected section determination module: determining a suspected vehicle shaking section according to the filtered acceleration and a set acceleration threshold value;
the index data determining module: determining vehicle shaking index data corresponding to the suspected vehicle shaking section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section;
the low-frequency periodic vehicle shaking determining module is used for: comparing the vehicle shaking index data with a vehicle shaking index standard value, and determining whether the suspected vehicle shaking section has low-frequency periodic vehicle shaking;
wherein, shake car index data that the said suspected section of shaking car corresponds, include at least:
the suspected shaking section corresponds to a transverse vibration main frequency, a transverse vibration intensity factor, a transverse energy concentration rate, a vertical vibration main frequency, a vertical vibration intensity factor and a vertical energy concentration rate;
determining vehicle sway index data corresponding to the suspected vehicle sway section according to the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle sway section, including:
and respectively performing time-frequency analysis on the vehicle transverse acceleration and the vehicle vertical acceleration corresponding to the suspected vehicle shaking section through the following formula:
Wherein h (tau-t) is a window function, t is a translation parameter, s (tau) is a corresponding transverse acceleration or vertical acceleration of the vehicle body, tau is a continuous running duration of the railway vehicle, f is a frequency, and i is an imaginary number;
obtaining an analysis result corresponding to the transverse acceleration of the vehicle body and an analysis result corresponding to the vertical acceleration of the vehicle body;
and respectively determining a time spectrum corresponding to the transverse acceleration of the vehicle body and a time spectrum corresponding to the vertical acceleration of the vehicle body according to an analysis result corresponding to the transverse acceleration of the vehicle body by using the following formula:
wherein, T is the time of running with the corresponding vehicle transverse acceleration or vehicle vertical acceleration, M (f) is the time spectrum corresponding to the vehicle transverse acceleration or the time spectrum corresponding to the vehicle vertical acceleration;
and respectively determining the transverse vibration main frequency, the transverse vibration intensity factor, the transverse energy concentration ratio, the vertical vibration main frequency, the vertical vibration intensity factor and the vertical energy concentration ratio corresponding to the suspected vehicle shaking section according to the time frequency spectrum corresponding to the vehicle transverse acceleration by using the following formula:
wherein f pf The method comprises the steps that the method is a transverse vibration main frequency or a vertical vibration main frequency corresponding to a suspected vehicle shaking section, and M (f) is a time spectrum corresponding to vehicle transverse acceleration or a time spectrum corresponding to vehicle vertical acceleration;
Wherein c is a transverse vibration intensity factor or a vertical vibration intensity factor corresponding to the suspected vehicle shaking section, F n The upper center roll frequency of the car body is half of the frequency band width, and F is 0.2 times of that of the car body n ；
Wherein μ is a lateral energy concentration or a vertical energy concentration;
wherein, according to shake car index data and shake car index standard value and compare, confirm whether the suspected car section of shaking has the periodic car of low frequency, include:
judging whether the transverse vibration main frequency and the vertical vibration main frequency are both in a standard interval of the vehicle body upper center roll frequency, whether the transverse vibration intensity factor is larger than the vehicle body transverse acceleration vibration intensity factor threshold, whether the vertical vibration intensity factor is larger than the vehicle body vertical acceleration vibration intensity factor threshold, whether the transverse energy concentration rate is larger than the vehicle body transverse acceleration energy concentration rate threshold, and whether the vertical energy concentration rate is larger than the vehicle body vertical acceleration energy concentration rate threshold;
and if so, the suspected vehicle-shaking section has low-frequency periodic vehicle shaking.
7. A computer device comprising a memory, a processor, and a computer program stored on the memory, characterized in that the computer program, when being executed by the processor, performs the instructions of the method according to any of claims 1-5.
8. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor of a computer device, executes instructions of the method according to any one of claims 1-5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110956527.1A CN113532636B (en) | 2021-08-19 | 2021-08-19 | Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110956527.1A CN113532636B (en) | 2021-08-19 | 2021-08-19 | Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113532636A CN113532636A (en) | 2021-10-22 |
| CN113532636B true CN113532636B (en) | 2024-03-12 |
Family
ID=78091900
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110956527.1A Active CN113532636B (en) | 2021-08-19 | 2021-08-19 | Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113532636B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114013475B (en) * | 2021-11-30 | 2023-08-08 | 中国铁道科学研究院集团有限公司 | Train transverse movement stability detection method and device based on framework transverse movement signals |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0815098A (en) * | 1994-06-23 | 1996-01-19 | Sumitomo Metal Ind Ltd | Method for detecting riding comfort and abnormal vibration of railway vehicle, and method for discriminating state of buffer for vehicle and track |
| JP2009124816A (en) * | 2007-11-13 | 2009-06-04 | Nishiyama Corp | System and method for recording trembling and detecting fault of vehicle |
| CN108985282A (en) * | 2018-09-21 | 2018-12-11 | 中国铁道科学研究院集团有限公司铁道科学技术研究发展中心 | A kind of signal processing method for identifying the low taper snake of high-speed EMUs and shaking vehicle feature |
| CN109799098A (en) * | 2019-03-22 | 2019-05-24 | 唐智科技湖南发展有限公司 | A kind of detection method, device and the medium of bogie Cross deformation |
| CN110274778A (en) * | 2019-08-01 | 2019-09-24 | 成都博仕腾科技有限公司 | Rail truck shakes vehicle test method and system |
| CN110274776A (en) * | 2019-06-19 | 2019-09-24 | 中国铁道科学研究院集团有限公司 | A kind of method and device for judging bullet train movement vibration stability |
| CN111222087A (en) * | 2020-01-15 | 2020-06-02 | 西南交通大学 | Method for calculating rolling frequency and swing center position of railway passenger car body |
| JP2020114105A (en) * | 2019-01-11 | 2020-07-27 | 株式会社日立製作所 | Train control system and earthquake detection system for railroad vehicle |
| CN112834243A (en) * | 2021-01-18 | 2021-05-25 | 中国铁道科学研究院集团有限公司 | Abnormal vibration monitoring method and device for vehicle body |
-
2021
- 2021-08-19 CN CN202110956527.1A patent/CN113532636B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0815098A (en) * | 1994-06-23 | 1996-01-19 | Sumitomo Metal Ind Ltd | Method for detecting riding comfort and abnormal vibration of railway vehicle, and method for discriminating state of buffer for vehicle and track |
| JP2009124816A (en) * | 2007-11-13 | 2009-06-04 | Nishiyama Corp | System and method for recording trembling and detecting fault of vehicle |
| CN108985282A (en) * | 2018-09-21 | 2018-12-11 | 中国铁道科学研究院集团有限公司铁道科学技术研究发展中心 | A kind of signal processing method for identifying the low taper snake of high-speed EMUs and shaking vehicle feature |
| JP2020114105A (en) * | 2019-01-11 | 2020-07-27 | 株式会社日立製作所 | Train control system and earthquake detection system for railroad vehicle |
| CN109799098A (en) * | 2019-03-22 | 2019-05-24 | 唐智科技湖南发展有限公司 | A kind of detection method, device and the medium of bogie Cross deformation |
| CN110274776A (en) * | 2019-06-19 | 2019-09-24 | 中国铁道科学研究院集团有限公司 | A kind of method and device for judging bullet train movement vibration stability |
| CN110274778A (en) * | 2019-08-01 | 2019-09-24 | 成都博仕腾科技有限公司 | Rail truck shakes vehicle test method and system |
| CN111222087A (en) * | 2020-01-15 | 2020-06-02 | 西南交通大学 | Method for calculating rolling frequency and swing center position of railway passenger car body |
| CN112834243A (en) * | 2021-01-18 | 2021-05-25 | 中国铁道科学研究院集团有限公司 | Abnormal vibration monitoring method and device for vehicle body |
Non-Patent Citations (2)
| Title |
|---|
| 牛留斌等.基于状态空间法的轨道不平顺与车体横向加速度关联模型.《铁道学报》.2020,第42卷(第8期),第123-129页. * |
| 邓辰鑫 ; 周劲松 ; 夏张辉 ; 宫岛 ; 孙煜 ; .高速列车低频晃车在线检测及控制.同济大学学报(自然科学版).2020,(03),第441-446页. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113532636A (en) | 2021-10-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108845028B (en) | Method and device for dynamically detecting high-speed railway rail corrugation | |
| CN110987348B (en) | Catenary hard spot determination method and device based on pantograph-catenary dynamic response | |
| CN113532636B (en) | Method, device and equipment for detecting low-frequency periodic vehicle shaking and storage medium | |
| CN110274776B (en) | Method and device for judging transverse motion stability of high-speed train | |
| JP6476287B2 (en) | Railway vehicle state monitoring device, state monitoring system, and train formation | |
| CN106218668B (en) | Wheel out of round degree detection method and device | |
| DE102013227199A1 (en) | Apparatus and method for removing noise from an ultrasound system | |
| CN111444574B (en) | Sensor layout optimization method based on dynamics analysis | |
| JP7118254B2 (en) | Anti-yaw damper control method and device | |
| CN104457643A (en) | Impulse noise filtering method and device for track geometry detection data | |
| CN113358380A (en) | Rail vehicle snaking motion stability detection and evaluation method | |
| CN108600984A (en) | A kind of engine truck operating status remote monitoring device and method | |
| CN113281414B (en) | Method and device for identifying short-wave disease types of steel rails and electronic equipment | |
| CN113919236A (en) | Model generation method for predicting track irregularity and prediction method for track irregularity | |
| JP4252271B2 (en) | Railway vehicle abnormality detection device and abnormality detection method | |
| DE10062602B4 (en) | Method and device for monitoring the behavior of rail vehicles and for diagnosing components of rail vehicles | |
| CN115805971A (en) | Method for monitoring polygonal fault of train wheel on line | |
| CN114013475B (en) | Train transverse movement stability detection method and device based on framework transverse movement signals | |
| CN108827665A (en) | Wheel flat fault detection method based on empirical mode decomposition and multi-scale entropy | |
| CN115931052A (en) | Vehicle component health state and running quality monitoring method, device and medium | |
| CN105608416A (en) | Vibration scratch detection method | |
| CN115112390A (en) | Vehicle abnormal vibration identification method and device | |
| CN114778152A (en) | Method and system for adaptively and dynamically adjusting train derailment vibration threshold | |
| EP3892516B1 (en) | Damping control method and device for shock absorber of train | |
| CN111319655A (en) | Track damage detection method and device and computer readable storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |