CN113771917B - Train running speed determination method based on roadbed dynamic stress time-course signal - Google Patents
Train running speed determination method based on roadbed dynamic stress time-course signal Download PDFInfo
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- CN113771917B CN113771917B CN202111163264.5A CN202111163264A CN113771917B CN 113771917 B CN113771917 B CN 113771917B CN 202111163264 A CN202111163264 A CN 202111163264A CN 113771917 B CN113771917 B CN 113771917B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/021—Measuring and recording of train speed
Abstract
The invention discloses a train running speed determining method based on roadbed dynamic stress time-course signals, which comprises the following steps: acquiring train condition data of a train; measuring a roadbed dynamic stress time-course signal and establishing a roadbed dynamic stress time-course curve; identifying to obtain the fundamental frequency of a roadbed dynamic stress time-course signal according to the roadbed dynamic stress time-course curve; and determining the running speed of the train according to the train condition data of the train and the fundamental frequency of the roadbed dynamic stress time-course signal. The train condition data of the train is simple objective data which is easy to measure and obtain, and the influence of high-frequency clutter of a dynamic stress time course curve of the roadbed is reasonably avoided by calculating the fundamental frequency of the dynamic stress time course signal of the roadbed, so that the system error caused by curve waveform burrs, distortion and peak value deviation in the conventional method is overcome, and the calculation result of the running speed is more accurate and reliable.
Description
Technical Field
The invention relates to the field of railway engineering, in particular to a train running speed determination method based on roadbed dynamic stress time-course signals.
Background
The high speed operation of the train can apply quasi-static moving load to the track line structure, and can generate dynamic excitation due to track irregularity or wheel out-of-round. Quasi-static loading results from the axle weight of the train when operating at steady speed, mainly producing low frequency dynamic effects, while dynamic excitation is the source of high frequency vibrations. For the roadbed, the former is reflected by dynamic stress and dynamic deformation, and the latter is reflected by vibration speed and vibration acceleration. The dynamic stress of the roadbed has different characteristics in the aspects of space distribution, time domain, frequency domain and the like, and can often reflect certain characteristics of train load and line structure, such as the periodic effect of the train load, the diffusion effect of a track structure on the train load and the like.
The subgrade dynamic stress time-course curve contains information such as train axle load action time sequence, dynamic stress distribution form and the like, is visual reflection of train axle load action and diffusion to the subgrade, and can reflect subgrade dynamic stress frequency response characteristics through a frequency spectrum curve obtained through Fourier transform. With the increase of train marshalling, the main frequency of the roadbed dynamic stress frequency spectrum is gradually transited from the integral multiple of the train spacing frequency to the integral multiple of the train length frequency, and the fundamental frequency is related to train marshalling, the train speed and the geometrical parameters of the train. With the vehicle consist and geometry known, a relationship between vehicle speed and fundamental frequency can be established.
In the prior art, the train running speed is calculated by dividing the peak time difference of a time course curve and the distance reflecting the geometric parameters of a vehicle, and the following technical defects exist: 1. when the distance value is small, the peak time difference error is large; when the distance value is large, the workload required by length measurement is large and the measurement is difficult. 2. The roadbed dynamic stress time course curve is a direct result obtained by field test, is influenced by field test conditions, often causes the phenomena of burrs, morphological distortion, peak value deviation and the like in the time course curve, and further causes the deviation of peak value time difference.
Disclosure of Invention
Aiming at the defects in the prior art, the method for determining the running speed of the train based on the roadbed dynamic stress time-course signal solves the problems of high implementation difficulty and large error in the prior art.
In order to achieve the purpose of the invention, the invention adopts the technical scheme that:
a train running speed determining method based on roadbed dynamic stress time-course signals comprises the following steps:
s1, obtaining train condition data of the train;
s2, measuring a roadbed dynamic stress time-course signal and establishing a roadbed dynamic stress time-course curve;
s3, identifying and obtaining the fundamental frequency of the roadbed dynamic stress time-course signal according to the roadbed dynamic stress time-course curve;
and S4, determining the running speed of the train according to the train condition data of the train and the fundamental frequency of the roadbed dynamic stress time-course signal.
The beneficial effects of the invention are as follows: the train condition data of the train is simple objective data which is easy to measure and obtain, and the influence of high-frequency clutter of a dynamic stress time course curve of the roadbed is reasonably avoided by calculating the fundamental frequency of the dynamic stress time course signal of the roadbed, so that the system error caused by curve waveform burrs, distortion and peak value deviation in the conventional method is overcome, and the calculation result of the running speed is more accurate and reliable.
Further, the train condition data of the train includes: train consist number and train length per train.
Further, the step S2 includes the following sub-steps:
s21, acquiring the planned driving speed of the train;
s22, calculating the sampling frequency of the roadbed dynamic stress time-course signal according to the length of the single train and the planned driving speed of the train by the following formula:
Wherein, fsFor sampling frequency, v, of dynamic stress time-course signal of road bedpFor the planned driving speed of the train, LcThe length of a single train section;
and S23, acquiring the sensing signals of the roadbed dynamic stress sensing equipment buried in the roadbed foundation bed range according to the roadbed dynamic stress time-course signal sampling frequency, and establishing a roadbed dynamic stress time-course curve.
The beneficial effects of the above further scheme are: the calculation expression of the sampling frequency of the roadbed dynamic stress time-course signal designed by the invention is used for calculating, and the frequency is used for collecting the signal, so that the overhigh frequency collection is avoided, and the power consumption of hardware sensing equipment is increased; too low frequency collection can not be caused, and information omission is avoided.
Further, the step S3 includes the following sub-steps:
s31, carrying out fast Fourier transform on the roadbed dynamic stress time-course curve to obtain a roadbed dynamic stress time-course signal amplitude-frequency curve;
s32, identifying a first spectrum peak of an amplitude-frequency curve of a roadbed dynamic stress time-course signal;
and S33, identifying the frequency value corresponding to the first spectral peak to obtain the fundamental frequency of the roadbed dynamic stress time-course signal.
The beneficial effects of the above further scheme are: the fundamental frequency of the roadbed dynamic stress time-course signal is the lowest frequency which can be determined by the roadbed dynamic stress time-course signal amplitude-frequency curve, and the fundamental frequency is used as a calculation parameter, so that the influence of high-frequency clutter of the roadbed dynamic stress time-course curve is reasonably avoided, the system errors caused by curve waveform burrs, distortion and peak value deviation in the conventional method are overcome, and the calculation result is more accurate.
Further, the step S4 determines that the calculation expression of the train operation speed is:
wherein v is train running speed f1The fundamental frequency of the roadbed dynamic stress time-course signal is shown, and n is the train marshalling number.
The beneficial effects of the above further scheme are: the numerical parameters in the calculation expression in the step S4 are scientific models representing natural laws obtained through scientific research and exploration by the inventor, and the engineering technical method is designed according to the natural laws, so that the train running speed can be accurately calculated.
Drawings
Fig. 1 is a schematic flow chart of a method for determining a train operation speed based on a roadbed dynamic stress time-course signal according to an embodiment of the present invention;
FIG. 2 is a time-course curve of the dynamic stress of the roadbed according to the embodiment of the invention;
fig. 3 is an amplitude-frequency curve of a time-course signal of the dynamic stress of the roadbed dynamic stress roadbed according to the embodiment of the invention;
FIG. 4 is a fundamental frequency coefficient curve according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined by the appended claims, and all changes that can be made by the invention using the inventive concept are intended to be protected.
As shown in fig. 1, in an embodiment of the present invention, a method for determining a train operation speed based on a road-based dynamic stress time-course signal includes the following steps:
and S1, obtaining the train condition data of the train. The train condition data of the train includes: train consist number and train length per train.
In this embodiment, the number of train groups is 8, and the length of a single train section is 25 m.
And S2, measuring the roadbed dynamic stress time course signal and establishing a roadbed dynamic stress time course curve.
Step S2 includes the following substeps:
and S21, acquiring the planned starting speed of the train, wherein the planned starting speed of the train is 180km/h in the embodiment.
S22, calculating the sampling frequency of the roadbed dynamic stress time-course signal according to the length of the single train and the planned driving speed of the train by the following formula:
wherein f issFor the frequency, v, of sampling of the dynamic stress time-course signal of the road bedpFor planned driving speed of train, LcIs the length of a single train.
And S23, collecting the sensing signals of the roadbed dynamic stress sensing equipment buried in the roadbed bed range according to the roadbed dynamic stress time course signal sampling frequency, and establishing a roadbed dynamic stress time course curve.
The time course curve of the roadbed dynamic stress obtained by the embodiment of the invention is shown in figure 2.
The calculation expression of the sampling frequency of the roadbed dynamic stress time-course signal designed by the invention is used for calculating, and the frequency is used for collecting the signal, so that the overhigh frequency collection is avoided, and the power consumption of hardware sensing equipment is increased; too low frequency collection can not be caused, and information omission is avoided.
And S3, identifying and obtaining the fundamental frequency of the roadbed dynamic stress time-course signal according to the roadbed dynamic stress time-course curve.
Step S3 includes the following substeps:
and S31, performing fast Fourier transform on the roadbed dynamic stress time curve to obtain a roadbed dynamic stress time signal amplitude-frequency curve.
And S32, identifying the first spectrum peak of the amplitude-frequency curve of the roadbed dynamic stress time-course signal.
And S33, identifying the frequency value corresponding to the first spectral peak to obtain the fundamental frequency of the roadbed dynamic stress time-course signal.
The amplitude-frequency curve of the roadbed dynamic stress time-course signal obtained by the embodiment of the invention is shown in fig. 3, and the fundamental frequency of the roadbed dynamic stress time-course signal can be seen from fig. 3 as 2.058 Hz.
The fundamental frequency of the roadbed dynamic stress time-course signal is the lowest frequency which can be determined by the roadbed dynamic stress time-course signal amplitude-frequency curve, and the fundamental frequency is used as a calculation parameter, so that the influence of high-frequency clutter of the roadbed dynamic stress time-course curve is reasonably avoided, the system errors caused by curve waveform burrs, distortion and peak value deviation in the conventional method are overcome, and the calculation result is more accurate.
And S4, determining the running speed of the train according to the train condition data of the train and the fundamental frequency of the roadbed dynamic stress time-course signal.
The load of the moving axle train of the train is diffused and transmitted to the roadbed through the track structure, and the dynamic stress caused by the diffusion of the load is periodically influenced by the geometric parameters of the train. The Chinese standard motor train unit adopts a double-frame four-axle vehicle multi-vehicle marshalling mode, the vehicle axle distance is 2.5m, the distance is 17.5m, the length of a single train is 25m, the train load is mechanically simplified according to the train structure, 3 load sequence types of axle load, frame load and carriage load can be obtained, the product of the axle load amplitude spectrum and the frame load amplitude spectrum is a vehicle axle load sequence amplitude spectrum, and the product is further multiplied by the carriage load amplitude spectrum to obtain a train axle load sequence amplitude spectrum. The ballasted track and the ballastless track have a diffusion effect on train load, and the dynamic stress of the roadbed caused by the diffusion effect has a certain distribution range along the track direction and the line transverse direction and is expanded along with the increase of the roadbed depth. The subgrade dynamic stress amplitude spectrum obtained by multiplying the train axle load sequence amplitude spectrum with the subgrade dynamic stress amplitude spectrum under the single axle has a main frequency transition characteristic, and the base frequency of the subgrade dynamic stress amplitude spectrum is gradually reduced along with the increase of the train marshalling number. The amplitude-frequency curve of the roadbed dynamic stress time-course signal obtained by the embodiment of the invention is a roadbed dynamic stress amplitude spectrum.
The ratio of the fundamental frequency of the roadbed dynamic stress time-range signal to the fundamental frequency of the compartment load amplitude spectrum is recorded as a fundamental frequency coefficient beta, namely:
wherein, fcIs the fundamental frequency of the amplitude spectrum of the carriage.
The fundamental frequency of the carriage-borne amplitude spectrum has the following relation with the length of a single train section of the train and the running speed of the train:
the relationship between the fundamental frequency coefficient and the train running speed can be obtained, namely:
therefore, the fundamental frequency coefficient beta is obtained, and the train running speed can be calculated.
The inventor conducts an experiment of the fundamental frequency coefficient beta and the train formation number, the result of the experiment is shown in fig. 4, and the experiment is obtained through fitting:
thus, the calculation expression for determining the train running speed in step S4 can be finally established:
wherein v is train running speed f1The fundamental frequency of the roadbed dynamic stress time-course signal is shown, and n is the train marshalling number.
Therefore, the numerical parameters in the calculation expression are scientific models representing natural laws obtained by scientific research and exploration of the inventor, and the train running speed can be accurately calculated by designing an engineering technical method according to the natural laws.
The train condition data of the train is simple objective data which is easy to measure and obtain, and the fundamental frequency of the roadbed dynamic stress time-course signal is used for calculating, so that the influence of high-frequency clutter of a roadbed dynamic stress time-course curve is reasonably avoided, and the system error caused by curve waveform burrs, distortion and peak value deviation in the conventional method is overcome. Therefore, the running speed calculation result of the invention is more accurate and reliable compared with the prior art.
The principle and the implementation mode of the invention are explained by applying specific embodiments in the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It will be appreciated by those of ordinary skill in the art that the embodiments described herein are intended to assist the reader in understanding the principles of the invention and are to be construed as being without limitation to such specifically recited embodiments and examples. Those skilled in the art can make various other specific changes and combinations based on the teachings of the present invention without departing from the spirit of the invention, and these changes and combinations are within the scope of the invention.
Claims (3)
1. A train running speed determination method based on a roadbed dynamic stress time-course signal is characterized by comprising the following steps:
s1, acquiring train condition data of the train; the train condition data of the train includes: the number of train marshalling and the length of a single train section;
S2, measuring a roadbed dynamic stress time course signal and establishing a roadbed dynamic stress time course curve;
s3, identifying and obtaining the fundamental frequency of the roadbed dynamic stress time-course signal according to the roadbed dynamic stress time-course curve;
s4, determining the running speed of the train according to the train condition data of the train and the fundamental frequency of the roadbed dynamic stress time-course signal;
the computational expression for determining the train running speed is as follows:
wherein v is train running speed, f1The fundamental frequency of a roadbed dynamic stress time-course signal, n is the train marshalling number, LcIs the length of a single train.
2. The method for determining the train operation speed based on the road-based dynamic stress time-course signal according to claim 1, wherein the step S2 comprises the following substeps:
s21, acquiring the planned driving speed of the train;
s22, calculating the sampling frequency of the roadbed dynamic stress time-course signal according to the length of the single train and the planned driving speed of the train by the following formula:
wherein f issFor the frequency, v, of sampling of the dynamic stress time-course signal of the road bedpFor planned driving speed of train, LcThe length of a single train is;
and S23, acquiring the sensing signals of the roadbed dynamic stress sensing equipment buried in the roadbed foundation bed range according to the roadbed dynamic stress time-course signal sampling frequency, and establishing a roadbed dynamic stress time-course curve.
3. The method for determining the train operation speed based on the road-based dynamic stress time-course signal according to claim 2, wherein the step S3 comprises the following substeps:
s31, carrying out fast Fourier transform on the roadbed dynamic stress time-course curve to obtain a roadbed dynamic stress time-course signal amplitude-frequency curve;
s32, identifying a first spectral peak of a magnitude-frequency curve of a roadbed dynamic stress time-course signal;
and S33, identifying the frequency value corresponding to the first spectral peak to obtain the fundamental frequency of the roadbed dynamic stress time-course signal.
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