CN114572272A - Railway track structure system energy field testing method and system - Google Patents
Railway track structure system energy field testing method and system Download PDFInfo
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Abstract
The application discloses a method and a system for testing an energy field of a railway track structure system, which belong to the technical field of track traffic, and comprise the following steps: arranging a plurality of acceleration sensors on a railway steel rail; dividing the steel rails by taking the arrangement positions of the acceleration sensors as the middle points of the steel rail units to obtain a plurality of steel rail units; applying vertical excitation above the steel rail, and acquiring an acceleration response signal through an acceleration sensor; performing integral processing on the acceleration response signals to obtain the corresponding speeds and displacements of the plurality of steel rail units; and calculating to obtain the kinetic energy and the potential energy respectively corresponding to the plurality of steel rail units according to the speed and the displacement, so as to obtain the energy field corresponding to the steel rail. This application is through laying acceleration sensor on orbital rail to measure the acceleration information of orbital each unit, and then obtain potential energy, kinetic energy and the gross energy that each unit corresponds, obtain corresponding energy field, it is more accurate, unanimous with actual track structure.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a method and a system for testing an energy field of a railway track structure system.
Background
In rail transit, such as railway, subway and urban rail, a detailed analysis is required to obtain the distribution of the energy field of the rail structure. In the prior art, a common method is to establish a finite element analysis model of a track structure, perform theoretical calculation by inputting technical parameters of each component, analyze and obtain transmission and distribution characteristics of a track structure system, and further obtain a transmission and distribution rule of an energy field. The accuracy of the analysis result of the method depends on the selection of parameters of each part and the establishment of a simulation model to a great extent. For technical parameters, firstly, the technical parameters of each component, such as a steel rail, are difficult to obtain, and in addition, the parameters of the components have the characteristics of nonlinearity and frequency variation, and the technical parameters have variability, so that the finally selected technical parameters have a large difference from the actual structure, and finally, the analysis result of the energy field is inconsistent with the actual structure, and the accurate system energy field characteristic of the track structure cannot be obtained.
Disclosure of Invention
The method and the system for testing the energy field of the railway track structure system are provided by the application, aiming at the problems that in the prior art, when the system energy field of the track structure is determined, the true distribution condition of the track energy field cannot be accurately and truly reflected, and the accuracy is not high.
In one aspect of the present application, a method for testing an energy field of a railway track structure system is provided, including: arranging a plurality of acceleration sensors on a railway steel rail with a preset length, wherein each acceleration sensor is used for acquiring an acceleration response signal of a corresponding position of the steel rail; dividing the steel rails by taking the arrangement positions of the acceleration sensors as the middle points of the steel rail units to obtain a plurality of corresponding steel rail units; applying vertical excitation above the steel rail, and acquiring acceleration response signals corresponding to each steel rail unit through an acceleration sensor; performing integral processing on the acceleration response signals to obtain speeds and displacements respectively corresponding to the plurality of steel rail units; and calculating to obtain the kinetic energy and the potential energy respectively corresponding to the plurality of steel rail units according to the speed and the displacement respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail.
Optionally, the laying positions of the multiple acceleration sensors are used as the middle points of the steel rail units, and the steel rails are divided to obtain multiple corresponding steel rail units, including: taking the middle point between the corresponding laying positions of the adjacent acceleration sensors as the end point of the steel rail unit; and taking the steel rail between the adjacent end points as a steel rail unit.
Optionally, applying a vertical excitation above the rail comprises: the excitation is applied vertically at a central location on the rail by means of an excitation device comprising a hammer.
Optionally, according to the speed and the displacement corresponding to the plurality of steel rail units respectively, the kinetic energy and the potential energy corresponding to the plurality of steel rail units respectively are obtained by calculation, and then the energy field corresponding to the steel rail is obtained, including: arranging the corresponding kinetic energy of each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the kinetic energy field corresponding to the steel rail; and arranging potential energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining a potential energy field corresponding to the steel rail.
Optionally, according to the speed and the displacement that a plurality of rail units correspond respectively, calculate and obtain the kinetic energy and the potential energy that a plurality of rail units correspond respectively, and then obtain the energy field that the rail corresponds, still include: calculating the total energy corresponding to each steel rail unit according to the kinetic energy and the potential energy corresponding to each steel rail unit; and (4) arranging the total energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the total energy field corresponding to the steel rail.
Optionally, a plurality of acceleration sensors are uniformly arranged on the railway steel rail with a preset length, and the method includes: and uniformly distributing a plurality of acceleration sensors on the steel rail according to a preset interval, wherein the preset interval is smaller than the fastener interval of a first multiple and larger than the fastener interval of a second multiple.
Optionally, the preset interval is less than 2 times the fastener pitch and greater than 0.5 times the fastener pitch.
In one aspect of the present application, a railway track structure system energy field testing system is provided, including: the device comprises an excitation device, a control device and a control device, wherein the excitation device applies vertical excitation on a railway steel rail with a preset length, and a plurality of acceleration sensors distributed on the steel rail are used for acquiring acceleration response signals corresponding to each steel rail unit, wherein the distribution positions of the acceleration sensors are used as the middle points of the steel rail units, and the steel rail is divided to obtain a plurality of corresponding steel rail units; and the energy field determining device is used for performing integral processing on the acceleration response signals to obtain speeds and displacements respectively corresponding to the plurality of steel rail units, calculating to obtain kinetic energy and potential energy respectively corresponding to the plurality of steel rail units according to the speeds and the displacements respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail.
The beneficial effect of this application is: according to the method, the acceleration sensors are arranged on the steel rails of the track, the acceleration response signals of all steel rail units of the track are measured, the speed and displacement of all units within corresponding time are obtained, potential energy, kinetic energy and total energy corresponding to all the units are obtained, and corresponding energy fields are obtained. The determined energy field is more accurate and consistent with the actual track structure, and accurate system energy field characteristics can be obtained.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a schematic flow chart diagram illustrating one embodiment of a method for testing an energy field of a railway track construction system of the present application;
FIG. 2 is a schematic diagram of an example of an acceleration sensor layout of the present application;
FIG. 3 is a schematic view of an example of the rail element division of the present application;
FIG. 4 is a schematic structural diagram of an embodiment of the energy field testing system of the railway track structure system of the present application.
With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the above-described drawings (if any) are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged under appropriate circumstances such that the embodiments of the application described herein may be implemented, for example, in sequences other than those illustrated or described herein. Furthermore, the terms "comprises" and "comprising," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a product or apparatus that comprises a list of steps or elements is not necessarily limited to those elements explicitly listed, but may include other elements not expressly listed or inherent to such product or apparatus.
In rail transit, such as railway, subway and urban rail, a detailed analysis is required to obtain the distribution of the energy field of the rail structure. In the prior art, a common method is to establish a finite element analysis model of a track structure, perform theoretical calculation by inputting technical parameters of each component, analyze and obtain transmission and distribution characteristics of a track structure system, and further obtain a transmission and distribution rule of an energy field. The accuracy of the analysis result of the method depends on the selection of parameters of each part and the establishment of a simulation model to a great extent. For technical parameters, firstly, the technical parameters of each component, such as a steel rail, are difficult to obtain, and in addition, the parameters of the components have the characteristics of nonlinearity and frequency variation, and the technical parameters have variability, so that the finally selected technical parameters have a large difference from the actual structure, and finally, the analysis result of the energy field is inconsistent with the actual structure, and the accurate system energy field characteristic of the track structure cannot be obtained.
The application provides a method and a system for testing an energy field of a railway track structure system. The energy field testing method for the railway track structure system comprises the following steps: uniformly distributing a plurality of acceleration sensors on a railway steel rail with a preset length, wherein each acceleration sensor is used for acquiring a steel rail acceleration response signal at a corresponding position; dividing the steel rails by taking the arrangement positions of the acceleration sensors as the middle points of the steel rail units to obtain a plurality of corresponding steel rail units; applying vertical excitation above the steel rail, and acquiring acceleration response signals corresponding to each steel rail unit through an acceleration sensor; performing integral processing on the acceleration response signals to obtain speeds and displacements respectively corresponding to the plurality of steel rail units; and calculating to obtain the kinetic energy and the potential energy respectively corresponding to the plurality of steel rail units according to the speed and the displacement respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail. .
According to the method, the acceleration sensors are arranged on the steel rails of the track, the acceleration information of each unit of the track is measured, the speed and the displacement of each steel rail unit within corresponding time are obtained, the potential energy, the kinetic energy and the total energy corresponding to each unit are obtained, and the corresponding energy field is obtained. The determined energy field is more accurate and consistent with the actual track structure, and accurate system energy field characteristics can be obtained.
The following describes the technical solutions of the present application and how to solve the above technical problems with specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 1 shows an embodiment of the energy field testing method of the railway track structure system of the present application.
In the embodiment shown in fig. 1, the energy field testing method for the rail-based track structure system of the present application includes: in the process S101, a plurality of acceleration sensors are arranged on a railway steel rail with a preset length, and each acceleration sensor is used for acquiring a steel rail acceleration response signal at a corresponding position.
In the embodiment, because technical parameters of each part are difficult to obtain and are inaccurate when the distribution of the energy field of the track system is analyzed in the prior art, and the problem that the real track structure cannot be accurately reflected is solved, the energy distribution of the track is measured on the spot by using the acceleration sensor with a certain specification, so that the energy distribution is analyzed, and an accurate result is obtained. When testing the energy field of the steel rail in the track system, selecting the railway steel rail with the preset length, and uniformly distributing a plurality of acceleration sensors on the steel rail. The acceleration sensor is used for acquiring an acceleration response signal of a corresponding position of the steel rail. Through the uniform arrangement of the acceleration sensors, the accuracy of measuring corresponding signals of the acceleration of the steel rail can be ensured, and the finally obtained energy field can better reflect the real energy distribution condition.
Optionally, a plurality of acceleration sensors are uniformly arranged on a railway rail with a preset length, and the acceleration sensors include: and uniformly distributing a plurality of acceleration sensors on the steel rail according to a preset interval, wherein the preset interval is smaller than the fastener interval of a first multiple and larger than the fastener interval of a second multiple.
In this alternative embodiment, when the acceleration sensors are arranged, it is necessary to ensure that the distance between adjacent acceleration sensors is smaller than the fastener spacing smaller than the first multiple, so as to ensure that the measurement result of the acceleration sensors can truly reflect the energy change of the steel rail. If the acceleration is far away, the energy change of a part of the steel rail can be caused and cannot be measured by the acceleration sensor, so that the measurement result is not matched with the real structure. Also, the distance between the adjacent acceleration sensors is larger than the distance between the fasteners of the second multiple, and the increase of the measurement cost caused by the excessively small distance between the fasteners is avoided.
Optionally, the preset interval is less than 2 times the fastener pitch and greater than 0.5 times the fastener pitch.
Specifically, the rail with the preset length can be selected to be a rail with the length of 30-60 m. The length of the specific test steel rail can be reasonably selected according to actual test conditions and requirements, and the method is not particularly limited in the application. The layout interval between adjacent acceleration sensors can be set to be twice the track fastener spacing, namely the preset spacing l is not more than 2a, wherein a is the spacing between adjacent fasteners. In addition, if the acceleration sensor is arranged more closely, the improvement on the measurement accuracy is not large, and the cost is increased. Thus, at the specific setting, the preset interval l of the cloth arrangement is >0.5 a.
Specifically, fig. 2 shows an example of the layout of the acceleration sensor according to the present invention.
As shown in fig. 2, a plurality of acceleration sensors are uniformly arranged on a rail of a preset length L, as shown by respective black dots. Wherein the distance between adjacent acceleration sensors is denoted by l, wherein the arrangement spacing l ≦ 2a, while l >0.5 a.
In the embodiment shown in fig. 1, the energy field testing method for the rail-based track structure system of the present application includes: and S102, dividing the steel rail by taking the arrangement positions of the acceleration sensors as the middle points of the steel rail units to obtain a plurality of corresponding steel rail units.
In this embodiment, after the plurality of acceleration sensors are laid on the rail, the positions of the acceleration sensors are determined, and the rail is divided by using the laying position of each acceleration sensor as the midpoint of each rail unit to obtain the rail unit corresponding to each acceleration sensor, wherein the acceleration response signal obtained by the acceleration sensor reflects the acceleration change condition of the corresponding rail unit. When the rail units are divided, the rails can be completely divided without leaving any surplus. Therefore, the energy field change of the section of steel rail can be represented in each steel rail unit, and the accuracy of energy field measurement is ensured.
Optionally, the method of dividing the steel rail by using the layout positions of the plurality of acceleration sensors as the middle point of each steel rail unit to obtain a plurality of corresponding steel rail units includes: taking the middle point between the corresponding laying positions of the adjacent acceleration sensors as the end point of the steel rail unit; and taking the steel rail between the adjacent end points as a steel rail unit.
In this alternative embodiment, when the rail units are divided according to the positions of the acceleration sensors, the midpoint between the positions of the adjacent acceleration sensors is determined, and the plurality of midpoints are used as the end points of the corresponding rail units, so as to determine each rail unit.
Specifically, fig. 3 shows an example of the rail unit division according to the present application.
As shown in fig. 3, each black dot on the steel rail in the figure represents a plurality of acceleration sensors arranged, and the midpoint between adjacent acceleration sensors is taken as the end point of the steel rail unit, so as to obtain each corresponding steel rail unit. Such as the black segments on the rail of fig. 3. Wherein, since the acceleration sensors are uniformly arranged, when the distance between adjacent acceleration sensors is l, the length of each rail unit is l, as shown in fig. 3.
In the embodiment shown in fig. 1, the energy field testing method for the rail-based track structure system of the present application includes: in the process S103, a vertical excitation is applied above the steel rail, and an acceleration response signal corresponding to each steel rail unit is obtained by the acceleration sensor.
In the embodiment, after the acceleration sensors are arranged and the corresponding steel rail units are divided, vertical excitation is applied to the steel rail, and acceleration response signals of the steel rail units are carried out through the acceleration sensors arranged on the steel rail, so that preparation is made for measuring a subsequent energy field.
Optionally, applying a vertical excitation above the rail comprises: the excitation is applied vertically at a central location on the rail by means of an excitation device comprising a hammer.
In this alternative embodiment, the excitation is applied at a central location of the rail by an excitation device in order to enable accurate measurement of the energy field. Wherein the exciting device comprises a force hammer, a vibration exciter and the like.
Specifically, when the force hammer is used for applying excitation, the force hammer can be used for impacting the steel rail three times, and an acceleration response signal of the steel rail within the impact time is sensed through the acceleration sensor. Alternatively, the rail may be excited using an exciter, wherein the exciter may excite the rail using a simple harmonic force.
In the embodiment shown in fig. 1, the energy field testing method for the rail-based track structure system of the present application includes: and S104, performing integral processing on the acceleration response signals to obtain the speeds and the displacements respectively corresponding to the plurality of steel rail units.
In this embodiment, the acceleration sensor can measure acceleration information corresponding to each rail unit, and the velocity information and displacement information corresponding to the rail unit can be obtained from the acceleration information by using the integral principle. The process of integrating the speed to obtain the displacement is a common technical means, and is not repeated herein.
In the embodiment shown in fig. 1, the energy field testing method for the rail-based track structure system of the present application includes: and S105, calculating to obtain the kinetic energy and the potential energy respectively corresponding to the plurality of steel rail units according to the speed and the displacement respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail.
In this embodiment, after obtaining the speed and displacement corresponding to each rail unit, the kinetic energy and potential energy of each rail unit can be calculated, and then the energy field of the whole rail can be obtained.
Specifically, when calculating the kinetic energy of the rail unit, the calculation can be performed by equation (1), as follows:
wherein m represents the mass per unit length of the rail, l represents the length of the rail unitriThe speed of the rail unit numbered i is shown. The kinetic energy of each steel rail unit can be calculated through the formula.
When calculating the potential energy of the steel rail unit, the calculation can be performed by the formula (2) as follows:
wherein k isrFor supporting rigidity of fastener, xriThe displacement of the rail unit of number i is shown. The potential energy of each steel rail unit can be calculated through the formula.
Optionally, according to the speed and the displacement corresponding to the plurality of steel rail units respectively, the kinetic energy and the potential energy corresponding to the plurality of steel rail units respectively are obtained by calculation, and then the energy field corresponding to the steel rail is obtained, including: arranging the corresponding kinetic energy of each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the kinetic energy field corresponding to the steel rail; and arranging potential energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining a potential energy field corresponding to the steel rail.
In the optional embodiment, after the kinetic energy and the potential energy of each steel rail unit are calculated, the kinetic energy change diagram and the potential energy change diagram are drawn according to the position of each steel rail unit, so that the final kinetic energy field and potential energy field are obtained.
Optionally, according to the speed and the displacement that a plurality of rail units correspond respectively, calculate and obtain the kinetic energy and the potential energy that a plurality of rail units correspond respectively, and then obtain the energy field that the rail corresponds, still include: calculating the total energy corresponding to each steel rail unit according to the kinetic energy and the potential energy corresponding to each steel rail unit; and (4) arranging the total energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the total energy field corresponding to the steel rail.
In the optional embodiment, the kinetic energy and the potential energy corresponding to each steel rail unit are superposed to obtain the total energy corresponding to the steel rail unit. And then drawing a total energy change graph according to the position of each steel rail unit to obtain a final total energy field.
Specifically, when the energy field of the track structure system is tested, in addition to the acceleration sensor arranged on the steel rail to test the energy field on the steel rail, the acceleration sensor may also be arranged on other components of the track system, such as the track plate, to test the energy field of the track plate, so as to determine the distribution of the energy field of the track plate.
According to the rail-based track structure system energy field testing method, the acceleration sensors are arranged on the rails of the track, the acceleration information of each unit of the track is measured, the speed and the displacement of each rail unit within corresponding time are further obtained, the potential energy, the kinetic energy and the total energy corresponding to each unit are further obtained, and the corresponding energy field is obtained. More accurate, consistent with the actual track structure, and can obtain accurate system energy field characteristics.
Fig. 4 shows an embodiment of the energy field testing system of the railway track structure system of the present application.
In the embodiment shown in fig. 4, the railway track structure system energy field test system of the present application comprises: the excitation device 401 applies vertical excitation to a railway steel rail with a preset length, and obtains an acceleration response signal corresponding to each steel rail unit through a plurality of acceleration sensors arranged on the steel rail, wherein the arrangement positions of the acceleration sensors are used as the middle points of the steel rail units, and the steel rail is divided to obtain a plurality of corresponding steel rail units; and the energy field determining device 402 is used for performing integral processing on the acceleration response signal to obtain the speed and the displacement corresponding to the plurality of steel rail units respectively, and calculating to obtain the kinetic energy and the potential energy corresponding to the plurality of steel rail units respectively according to the speed and the displacement corresponding to the plurality of steel rail units respectively, so as to obtain the energy field corresponding to the steel rail.
Optionally, the method of dividing the steel rail by using the layout positions of the plurality of acceleration sensors as the middle point of each steel rail unit to obtain a plurality of corresponding steel rail units includes: taking the middle point between the corresponding laying positions of the adjacent acceleration sensors as the end point of the steel rail unit; and taking the steel rail between the adjacent end points as a steel rail unit.
Alternatively, the excitation may be applied vertically at a central location on the rail by means of an excitation device 401 comprising a force hammer.
Optionally, in the energy field determining device 402, the kinetic energy corresponding to each steel rail unit is arranged according to the position of the steel rail unit on the steel rail, so as to determine the kinetic energy field corresponding to the steel rail; and arranging potential energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining a potential energy field corresponding to the steel rail.
Optionally, in the energy field determining device 402, calculating the total energy corresponding to each steel rail unit according to the kinetic energy and the potential energy corresponding to each steel rail unit; and (4) arranging the total energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the total energy field corresponding to the steel rail.
Optionally, a plurality of acceleration sensors are uniformly arranged on a railway rail with a preset length, and the acceleration sensors include: and uniformly distributing a plurality of acceleration sensors on the steel rail according to a preset interval, wherein the preset interval is smaller than the fastener interval of a first multiple and larger than the fastener interval of a second multiple. The first multiple can be selected to be 2 and the second multiple can be selected to be 0.5. It should be noted that the selection of specific values can be set according to actual measurement requirements.
According to the energy field testing system of the railway track structure system, the acceleration sensors are arranged on the steel rails of the track, the acceleration information of each unit of the track is measured, the speed and displacement of each unit within corresponding time are further obtained, the potential energy, the kinetic energy and the total energy corresponding to each steel rail unit are further obtained, and the corresponding energy field is obtained. More accurate, consistent with the actual track structure, and can obtain accurate system energy field characteristics.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, a division of a unit is merely a logical division, and an actual implementation may have another division, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
Units described as separate parts may or may not be physically separate, and parts displayed 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 units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
The above embodiments are merely examples, which are not intended to limit the scope of the present disclosure, and all equivalent structural changes made by using the contents of the specification and the drawings, or any other related technical fields, are also included in the scope of the present disclosure.
Claims (8)
1. A method for testing an energy field of a railway track structure system is characterized by comprising the following steps:
arranging a plurality of acceleration sensors on a railway steel rail with a preset length, wherein each acceleration sensor is used for acquiring an acceleration response signal of a corresponding position of the steel rail;
dividing the steel rail by taking the arrangement positions of the acceleration sensors as the middle points of the steel rail units to obtain a plurality of corresponding steel rail units;
applying vertical excitation above the steel rail, and acquiring the acceleration response signal corresponding to each steel rail unit through the acceleration sensor;
performing integral processing on the acceleration response signals to obtain speeds and displacements respectively corresponding to the plurality of steel rail units;
and calculating to obtain the kinetic energy and the potential energy respectively corresponding to the plurality of steel rail units according to the speed and the displacement respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail.
2. The method for testing the energy field of the rail-based track structure system according to claim 1, wherein the dividing the steel rail by using the layout positions of the plurality of acceleration sensors as the middle point of each steel rail unit to obtain a plurality of corresponding steel rail units comprises:
taking the midpoint between the corresponding laying positions of the adjacent acceleration sensors as the end point of the steel rail unit;
and taking the steel rail between the adjacent end points as the steel rail unit.
3. The rail-based track structure system energy field testing method of claim 1, wherein said applying a vertical excitation over said rail comprises:
and vertically applying excitation at the middle position of the steel rail by using an excitation device, wherein the excitation device comprises a force hammer.
4. A steel rail-based track structure system energy field testing method according to claim 1, wherein the step of calculating kinetic energy and potential energy corresponding to the plurality of steel rail units according to the speed and displacement corresponding to the plurality of steel rail units, respectively, so as to obtain the energy field corresponding to the steel rail comprises:
arranging the kinetic energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining a kinetic energy field corresponding to the steel rail;
and arranging the potential energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the potential energy field corresponding to the steel rail.
5. A rail-based track structure system energy field testing method of claim 4, wherein the kinetic energy and the potential energy respectively corresponding to the plurality of rail units are calculated according to the speed and the displacement respectively corresponding to the plurality of rail units, so as to obtain the energy field corresponding to the rail, further comprising:
calculating the total energy corresponding to each steel rail unit according to the kinetic energy and the potential energy corresponding to each steel rail unit;
and arranging the total energy corresponding to each steel rail unit according to the position of the steel rail unit on the steel rail, and determining the total energy field corresponding to the steel rail.
6. A rail-based track structure system energy field testing method as claimed in claim 1, wherein said evenly laying a plurality of acceleration sensors on a predetermined length of railroad rail comprises:
and uniformly distributing a plurality of acceleration sensors on the steel rail according to a preset interval, wherein the preset interval is smaller than the fastener interval of a first multiple and larger than the fastener interval of a second multiple.
7. A rail-based track structure system energy field test method of claim 6, wherein the predetermined spacing is less than 2 times the clip spacing and greater than 0.5 times the clip spacing.
8. A railway track structure system energy field test system, comprising:
the device comprises an excitation device, a control device and a control device, wherein the excitation device applies vertical excitation on a railway steel rail with a preset length, and a plurality of acceleration sensors distributed on the steel rail are used for acquiring acceleration response signals corresponding to each steel rail unit, wherein the distribution positions of the acceleration sensors are used as the middle points of the steel rail units, and the steel rail is divided to obtain a plurality of corresponding steel rail units;
and the energy field determining device is used for performing integral processing on the acceleration response signal to obtain speeds and displacements respectively corresponding to the plurality of steel rail units, calculating kinetic energy and potential energy respectively corresponding to the plurality of steel rail units according to the speeds and displacements respectively corresponding to the plurality of steel rail units, and further obtaining the energy field corresponding to the steel rail.
Priority Applications (1)
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