CN115130066B - Online evaluation method for vibration reduction effect of subway vibration reduction track - Google Patents
Online evaluation method for vibration reduction effect of subway vibration reduction track Download PDFInfo
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Abstract
The invention discloses an online evaluation method for the vibration attenuation effect of a subway vibration attenuation track, which comprises the steps of enabling a vibration attenuation track evaluation section and a common track comparison section to be in the same row direction, capturing the vibration source intensity when a train in the same column passes through two sections, calculating the maximum Z vibration level of the acceleration of a tunnel wall and the insertion loss of the maximum Z vibration level, obtaining insertion loss samples when a plurality of trains pass through, calculating the expectation and standard deviation of the samples, converting the orthogonal distribution into the standard orthogonal distribution, and solving the confidence coefficient that the vibration attenuation quantity of the vibration attenuation track reaches the nominal vibration attenuation effect by checking a normal distribution Z value table to serve as the evaluation index of the vibration attenuation effect of the vibration attenuation track. According to the method, the on-line evaluation of the vibration attenuation effect of the subway vibration attenuation track is changed from fixed value evaluation to evaluation by the confidence coefficient when a certain vibration attenuation amount is achieved, the technical problem that the evaluation result highly depends on the selection analysis data is solved, the evaluation result is more scientific and accurate, and the vibration attenuation effect of the subway vibration attenuation track obtained by the method can guide the scientific design and selection of the vibration attenuation track.
Description
Technical Field
The invention relates to the technical field of rail transit vibration reduction and noise reduction, in particular to an online evaluation method for the vibration reduction effect of a subway vibration reduction rail.
Background
With the encryption of urban subway wire nets and the increasing number of vibration sensitive points such as TOD (Transit-Oriented Development) upper cover buildings, precision instruments and equipment in cities, the use proportion of subway vibration reduction rails is greatly improved, and the proportion of the vibration reduction rails in partial lines is more than 50%. Research shows that the damping effect of the subway damping track is not the performance of the track, but is related to various factors such as line conditions, field environment, train axle weight, driving speed and the like, so that the online evaluation research on the damping effect of the subway damping track needs to be carried out, the actual working effect of the damping track under different working conditions is mastered, and the design and the model selection of the damping track can be further guided.
At present, a unified method is lacked for online evaluation of the damping effect of the subway damping track. The widely adopted test method is that only the common rail section of the comparison working condition needs to have the same working state and condition (tunnel type, tunnel buried depth, line condition, driving speed and rail corrugation state) with the vibration reduction rail section, only the rail type is the common rail, the common rail section and the vibration reduction rail section can be on the same line or different lines, and can be on the same side as the ascending/descending side, and can be on the ascending side and the descending side, then the vibration source intensity monitoring is respectively carried out on the common rail section and the vibration reduction rail section, the source intensity of each section is the average value of the maximum Z vibration level of the tunnel wall of 20 trains of passing vehicles, and then the average value insertion loss of the maximum Z vibration level is carried out on the source intensity of the two sections to be used as the vibration reduction effect price quantity of the vibration reduction rail. Here, we can refer to this method of averaging before calculating the insertion loss as "post-interpolation method", and the calculation method is as follows:
firstly, solving the maximum Z vibration level of the tunnel wall of the single-row vehicle passing through of the vibration-damping track section
Compared with the maximum Z vibration level of the tunnel wall of a single-row vehicle passing through common rail section under the comparative working condition
Wherein, in the step (A),m、nrespectively represent the passing serial numbers of the vibration reduction track section and the common track section, and because the two sections are not on the same line or the same side of the line, the passing vehicles are not the same vehicle, namelym≠nRespectively calculating the average value of the maximum Z vibration levels of the tunnel walls of the two sections, namely the vibration source intensity of the two sections:
the vibration source of the section of the vibration reduction track is strong:
the section vibration source of the common rail is strong compared with the working condition:
calculating the insertion loss:
the insertion loss is the evaluation value of the online vibration damping effect of the vibration damping rail in the current method.
Through a large number of tests and research analyses, the 'back difference method' has the following problems:
the wheels of each train have random out-of-round and out-of-round wheels, the difference of the out-of-round wheels of different trains is large, so that the vibration difference of different trains passing through the same test section is large, the vibration response difference of the tunnel wall is also large, the maximum difference of the maximum Z vibration level of the tunnel wall of the same section is large, the source strength of the tunnel wall obtained by selecting the calculated average value of a plurality of different trains has a large difference, the difference of evaluation results caused by the difference of the two sections is large, and the train is highly dependent on the selected train to be used as the evaluation basis. The method is based on the principle that the states of wheels are consistent in the existing method, so that the actual differences of the vehicles, such as the influences caused by out-of-roundness of the wheels, passenger capacity and the like, cannot be eliminated, and the scientific evaluation and design comparison and selection of the vibration reduction effect of the subway vibration reduction track are seriously influenced.
Disclosure of Invention
The invention aims to provide an online evaluation method for the vibration attenuation effect of a subway vibration attenuation track, aiming at the technical defect that the influence of remarkable difference among trains and out-of-roundness of wheels on the insertion loss of the maximum Z vibration level of a tunnel wall is ignored to cause that the evaluation result highly depends on selected analysis data in the conventional online evaluation method for the vibration attenuation effect of the subway vibration attenuation track.
Therefore, the invention adopts the following technical scheme:
an online evaluation method for the vibration reduction effect of a subway vibration reduction track is characterized by comprising the following steps:
s1, determining a vibration damping track section to be evaluated, and surveying and mastering the working state and conditions of the vibration damping track;
s2, comparing and selecting to determine a common rail section which can be used as a comparison working condition: the common rail section is the same as the vibration reduction rail section in working states and conditions except that the rail type is the common rail, the common rail section and the vibration reduction rail section are arranged on the same line in an ascending or descending mode, so that vibration data generated by the common rail section and the vibration reduction rail section in the same time period of the same vehicle can be collected, and insertion loss of a single train can be solved in S5
；
S3, testing the vibration source intensity of the tunnel wall on the vibration reduction track section and the common track section under the comparison working condition, and setting each single in a train passing through all the dayThe number of rows passing through the vibration damping rail section and the common rail section iskGet thiskThe train data is analyzed and the data is analyzed,knot less than 20;
s4, respectively calculating to obtain thekEach train in the train
The maximum Z vibration level of the vibration acceleration of the tunnel wall when passing through the vibration reduction rail section and the common rail section is respectively
And
wherein
；
S5, solving the insertion loss of the tunnel wall vibration acceleration maximum Z vibration level when the same train passes through the vibration reduction track section and the common track section successively
Within the whole daykThe insertion loss generated by the train constitutes an insertion loss sampleX；
S6, known insertion loss
Are random variables and obey a normal distribution, and are recorded as
Solving insertion loss samplesXIs expected to
And standard deviation of
：
s7, normalizing the normal distribution in the step S6 into a standard normal distribution;
s8, looking up a normal distribution z value table, and calculating the insertion loss
A confidence greater than the corresponding nominal damping amount; and (3) evaluating the vibration damping track by taking a confidence value (for example, 90%) of the vibration damping track which reaches the nominal vibration damping amount after the vibration damping track is applied for a specified period as an index of online evaluation of the vibration damping effect of the vibration damping track, and writing the confidence value into a bidding document as a quality control standard.
The working states and conditions in the steps S1 and S2 comprise tunnel types, tunnel burial depths, line conditions (including curve radiuses and gradients), driving speeds and rail corrugation states.
The tunnel should have no diseases such as cracks, water seepage and the like, the ballast bed has no diseases such as empty hoisting, cracking, slurry turning and mud pumping and the like, the distance between the tested section and the steel rail joint (welding seam) is more than 10m, and the steel rail joint should not have wrong teeth.
In the step S3, when the tunnel wall vibration source intensity is tested, the tunnel wall vibration measuring point needs to be higher than the rail surface of the steel rail by 1.5 meters or more, the main shaft direction of the sensor needs to be the vertical direction, the sampling frequency is not less than 2048Hz, and the duration of effective data sampling covers the whole process of train passing.
In the step S4, when the maximum Z vibration level of the vibration acceleration of the tunnel wall when all the collected trains pass is obtained through calculation, the weighting range is 1 to 80Hz, a Hanning window is selected as a time window function, the time weighting constant is 1S, and the overlapping coefficient is more than or equal to 7/8.
The invention creatively provides an on-line evaluation method of a damping track by an 'interpolation method', systematically establishes a comparison section selection method, a data difference value processing method, an evaluation method and the like, and obviously improves the accuracy and reliability of the on-line evaluation of the damping track, and the method comprises the following specific steps:
1. the method (which can be called as 'interpolation method in advance') requires that the common track section and the vibration reduction track section of the comparison working condition are on the same line or on the same line, thereby ensuring that the vibration data generated by the same vehicle passing through two sections respectively in the same time period can be collected, and solving the insertion loss of the single train
Therefore, the influence of vehicle difference is eliminated, the technical problem that the evaluation result highly depends on the selected analysis data is solved, and the evaluation result is more scientific and accurate.
2. The existing method is that 20 trains are averaged, and the evaluation result is acceptable for the condition of data concentration; the averaging method is not reasonable if the train variation is large and the obtained dispersion of insertion loss is large. The invention takes the correlation dispersion of the insertion loss of different trains during passing into consideration and provides that the guarantee probability of the nominal vibration reduction amount is used as an evaluation index, thereby eliminating the influence of vehicle difference on the evaluation result and more scientifically evaluating the vibration reduction track in the service period.
Drawings
FIG. 1 is a flow chart of an online evaluation method of the present invention;
FIG. 2 is a schematic diagram of the arrangement of the test points for testing the vibration acceleration of the vibration source in the present invention.
Detailed Description
The online evaluation method of the present invention is further described in detail below with reference to the drawings and examples.
Examples
Referring to fig. 1 and 2, the online evaluation method for the damping effect of the subway damping rail comprises the following steps:
s1, carrying out online evaluation on the vibration reduction effect of a certain section of cast-in-place steel spring floating slab track in a certain subway line, and determining that the section mile of the evaluated vibration reduction track is ZDK20+069.6, and the position is the laying midpoint of the vibration reduction measure of the track. The working state and conditions of the section vibration damping track are mastered through reconnaissance, and the method specifically comprises the following steps:
the tunnel is a circular shield tunnel with the outer diameter of 6m, the buried depth of the rail surface of 18m, the line is a straight line and a longitudinal slope 23.695 thousandth, the steel rail is 60kg/m rail, and the fastener is DTVI 2 The fastener and the ballast bed are cast-in-situ steel spring floating plates, and the traveling speed is shown in a table 1. The steel rail has good state, no corrugation, no crack, water seepage and other diseases in the tunnel, no empty hoisting, cracking, slurry turning, mud pumping and other diseases in the ballast bed, the section is more than 10m away from the steel rail joint (welding seam), and the steel rail joint has no staggered teeth.
And S2, comparing and selecting to determine a common track section which can be used as a comparison working condition, wherein the mileage mark is ZDK28+854.030, the common track section and the evaluation vibration reduction track section are in the same row direction (left line) and in the same interval, and the position of the common track section and the evaluation vibration reduction track section is also located at the laying midpoint of the track of the type. Other conditions of the comparative cross section were as follows:
the tunnel is a circular shield tunnel with the outer diameter of 6m, the buried depth of the rail surface of 18m, the line is a straight line and a longitudinal slope 23.695 thousandth, the steel rail is 60kg/m rail, and the fastener is DTVI 2 The fastener and the ballast bed are common integral ballast beds, the driving speed is shown in a table 1, and the driving speeds of the two sections are the same. The steel rail has good state, no corrugation, no cracks, water seepage and other diseases in the tunnel, no empty hanging, cracking, slurry turning, mud pumping and other diseases in the roadbed, the section is more than 10m away from the steel rail joint (welding line), and the steel rail joint has no staggered teeth.
When the same train passes through the two sections, the wheels are not round and smooth and consistent (the wheels are not round and smooth and have differences among different trains), the axle weights of the trains are consistent, and all the trains are subway B-type trains, and 6 sections are marshalled.
S3, testing the vibration source intensity of the tunnel wall on the vibration reduction rail section and the common rail section: the vibration acceleration sensor passes through magnet absorption on the iron plate and pastes on the tunnel wall, and acceleration sensor main shaft direction is vertical direction (pasting the point and is 1.5 meters higher than the rail surface of rail), and sampling frequency 2048Hz, the duration of valid data sampling all covers the overall process that the train passed through.
S4, calculating to obtain the maximum Z vibration level of the vibration acceleration of the tunnel wall: the weighting range is 1 to 80Hz, the Z vibration level is calculated by using a Fast Fourier Transform (FFT) method, a Hanning window (Hanning) is selected as a time window function, a time weighting constant is 1s, and the overlapping coefficient is more than or equal to 7/8 in order to reduce the influence of factors such as frequency spectrum leakage and the like on the calculation result. The calculation results are detailed in table 1.
S5, solving the same train
Insertion loss of maximum Z vibration level of tunnel wall vibration acceleration when passing through the vibration reduction rail section and the common rail section
。
Is a random variable, within the whole daykThe insertion loss generated by the train constitutes an insertion loss sampleXSee table 1 for specific results, sample size 33.
TABLE 1 maximum Z vibration level and insertion loss for two test sections
As can be seen from the above results, the tunnel wall maximum Z vibration level insertion loss sampleXThe distribution is relatively discrete, with a maximum of 19.2dB and a minimum of only 8.1dB. The dispersion is mainly caused by the out-of-round difference of wheels of workshops of different rows.
S6, known insertion loss sampleXObeying normal distribution and solving insertion loss samplesXIs expected to
And standard deviation of
：
Expectation of
Standard deviation of
。
S7-S8, normalizing the normal distribution to become a standard normal distribution, and checking a normal distribution Z value table to calculate the insertion loss of the maximum Z vibration level
The confidence coefficient greater than the nominal vibration damping amount is used as an evaluation index of the vibration damping effect of the vibration damping track, and the confidence coefficient is as follows:
the subway noise and vibration control Specification (DB 11/T838-2019) divides the vibration reduction effect of the vibration reduction track into vibration reduction grades according to different insertion losses of the maximum Z vibration level of the tunnel wall: insertion loss
The vibration reduction is a middle-level vibration reduction; insertion loss
High-grade vibration reduction; insertion loss
For special vibration damping.
The general normal distribution is converted into the standard orthogonal distribution, and the normal distribution z-value table is looked up to solve the insertion loss
Confidence in the above interval:
the confidence of the vibration damping effect in the interval of more than 16dB is
The specific calculation is as follows:
Also, can be calculated
、
：
（11-14.71）/2.64= -1.41；
（7-14.71）/2.64= -2.92；
As a special vibration reduction measure, the steel spring floating plate rail has the vibration reduction effect of 16dB or more, and achieves a special vibration reduction level, namely the insertion loss of the maximum Z vibration level of the tunnel wall according to the field test result in the embodiment
The confidence of (a) is only 31.21%, with a lower confidence.
The differences between the currently-used online evaluation method for the damping effect of the subway damping track and the method of the invention in the aspects of technical routes, evaluation results and application effects are compared by combining the data of the embodiment as follows:
in the existing common method, the selection of the comparison section can be selected in the same subway line or different subway lines; the same-row direction of the same line can be selected, the opposite-row direction can be selected, the average value of the maximum Z vibration level of the tunnel wall vibration when 20 trains pass through two sections is generally adopted to carry out insertion loss, the vibration reduction amount is obtained, and the method belongs to constant value evaluation and is highly dependent on the selected analysis data. Taking the data obtained by the test in this embodiment as an example, if a relatively small average value is obtained by using 20 groups of results, the obtained damping track damping evaluation value is 13dB; if 20 groups of results which are relatively large are adopted for averaging, the obtained damping track damping evaluation quantity is 16.4dB, and the difference is more than 3dB. The steel spring floating plate rail meets the requirements of special damping measures according to the result of 16.4dB, and the steel spring floating plate rail does not meet the requirements of special damping measures according to the result of 13 dB. Therefore, due to the fact that the data dispersion degree is high, different evaluation results are generated by selecting different data, one is up to the standard, and the other is not up to the standard, so that the evaluation results are diverged. The evaluation result is highly dependent on the selected analysis data, and the dispersion of the analysis data mainly comes from the out-of-round and smooth wheel, and the out-of-round and smooth wheel has obvious influence on the evaluation result.
The technical route of the invention optimizes the test conditions and the method, and selects the comparison section in the same row direction; the evaluation method is optimized, and the insertion loss of the maximum Z vibration level of the tunnel wall when the same train passes through two sections is calculated
And loss of insertion of different trains
Constituting an insertion loss sampleXThe confidence degrees of different damping amounts are used as evaluation indexes, the scientific transition that the subway damping track damping effect on-line evaluation method is shifted from fixed value evaluation to pass through the confidence degree evaluation when a certain damping amount is achieved is realized, the evaluation result is unique and no divergence exists (if the confidence degree reaching 16dB damping amount in the embodiment is 31.21%), the problem that the insertion loss sample is scattered and the evaluation result is obviously influenced due to train vehicle difference is solved, the technical problem that the evaluation result highly depends on selection analysis data is solved, the evaluation result is more scientific and accurate, and therefore the subway damping track damping effect obtained by the method can guide the scientific design of the damping track.
Claims (7)
1. An online evaluation method for the vibration reduction effect of a subway vibration reduction track is characterized by comprising the following steps:
s1, determining a vibration damping track section to be evaluated, and surveying and mastering the working state and conditions of the vibration damping track;
s2, comparing and selecting to determine a common rail section which can be used as a comparison working condition: the common rail section is the same as the vibration reduction rail section in working states and conditions except that the rail type is the common rail, and the common rail section and the vibration reduction rail section go up or down on the same line so as to ensure that vibration data generated by the common rail section and the vibration reduction rail section in the same time period of the same vehicle can be acquired for comparison;
s3, testing the vibration source intensity of the tunnel wall on the vibration reduction track section and the common track section under the comparison working condition, taking the number of rows of the vibration reduction track section and the common track section as k in every single pass in the train passing all daykThe train data is analyzed and the data is analyzed,knot less than 20;
s4, respectively calculating to obtain thekEach train in the train
The maximum Z vibration level of the vibration acceleration of the tunnel wall when passing through the vibration reduction rail section and the common rail section is respectively
And
wherein
；
S5, solving the same train
Insertion loss of maximum Z vibration level of tunnel wall vibration acceleration when passing through the vibration reduction rail section and the common rail section
Within the whole daykThe insertion loss generated by the train constitutes an insertion loss sampleX；
S6, known insertion loss
Are random variables and obey a normal distribution, and are recorded as
Solving insertion loss samplesXIs expected to
And standard deviation of
：
s7, normalizing the normal distribution in the step S6 into a standard normal distribution;
s8, looking up a normal distribution z value table, and calculating the insertion loss
A confidence greater than the corresponding nominal damping amount; and evaluating the vibration damping track by taking the confidence value of the nominal vibration damping amount which is reached after the vibration damping track is applied for a specified period as an index for evaluating the vibration damping effect of the vibration damping track on line.
2. The online evaluation method for the damping effect of the subway damping track as claimed in claim 1, characterized in that: in the steps S1 and S2, the working states and conditions comprise tunnel types, tunnel burial depths, line conditions, driving speeds and rail corrugation states.
3. The online evaluation method for the damping effect of the subway damping track as claimed in claim 2, characterized in that: the line conditions include curve radius and grade.
4. The online evaluation method for the damping effect of the subway damping track as claimed in claim 2, characterized in that: the tunnel has no crack and water seepage, the track bed has no empty hoisting, cracking, slurry turning and mud pumping, the distance between the tested section and the steel rail joint is more than 10m, and the steel rail joint has no staggered teeth.
5. The method for online testing the vibration attenuation effect of the subway vibration attenuation rail as claimed in claim 1, wherein in step S3, when the tunnel wall vibration source strength test is performed, the direction of the main shaft of the sensor is vertical, the sampling frequency is not less than 2048Hz, and the duration of effective data sampling covers the whole process of train passing.
6. The online evaluation method for the vibration reduction effect of the subway vibration reduction track as claimed in claim 1, wherein in step S4, when the maximum Z vibration level of the vibration acceleration of the tunnel wall when all the collected trains pass is obtained by calculation, the weighting range is 1 to 80hz, and a hanning window is selected as a time window function.
7. The online evaluation method for the vibration reduction effect of the subway vibration reduction track as claimed in claim 6, wherein the time weighting constant is 1s, and the overlap coefficient is not less than 7/8.
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| PCT/CN2023/111375 WO2024046034A1 (en) | 2022-08-30 | 2023-08-07 | On-line evaluation method for vibration reduction effect of subway vibration reduction track |
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| CN115130066B (en) * | 2022-08-30 | 2022-11-11 | 中国铁路设计集团有限公司 | Online evaluation method for vibration reduction effect of subway vibration reduction track |
| CN115357992B (en) * | 2022-10-19 | 2023-02-03 | 北京市科学技术研究院城市安全与环境科学研究所 | Method for predicting environmental vibration of co-constructed building of railway transportation hub station |
| CN116485221A (en) * | 2023-01-18 | 2023-07-25 | 北京九州一轨环境科技股份有限公司 | Urban rail transit vibration reduction ballast bed dynamic quality assessment method and device based on displacement data |
| CN116245278A (en) * | 2023-01-28 | 2023-06-09 | 中国铁道科学研究院集团有限公司城市轨道交通中心 | Vibration control performance evaluation method for whole life cycle of subway vibration reduction track |
| CN117194847B (en) * | 2023-11-06 | 2024-02-09 | 国合通用(青岛)测试评价有限公司 | Vibration reduction effect evaluation system and method for vibration reduction steel rail |
| CN117842152B (en) * | 2024-01-03 | 2024-11-01 | 北京九州一轨环境科技股份有限公司 | Subway vehicle state real-time assessment method based on-line monitoring data |
| CN118410651B (en) * | 2024-06-29 | 2024-10-29 | 北京市科学技术研究院城市安全与环境科学研究所 | Subway station tunnel transition area environment vibration prediction method and system |
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| US9162691B2 (en) * | 2012-04-27 | 2015-10-20 | Transportation Technology Center, Inc. | System and method for detecting broken rail and occupied track from a railway vehicle |
| CN105046055A (en) * | 2015-06-24 | 2015-11-11 | 南京大学（苏州）高新技术研究院 | Annoyance degree assessing method for combined effect of environmental vibration and noise of subway |
| CN107100044A (en) * | 2017-06-24 | 2017-08-29 | 华东交通大学 | A kind of vibration damping fragment-free track slab |
| CN108824108A (en) * | 2018-07-16 | 2018-11-16 | 苏交科集团股份有限公司 | A kind of detection method and system for evaluating steel spring floating slab road bed vibration reducing measure |
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| CN113642167B (en) * | 2021-08-04 | 2023-09-08 | 北京市科学技术研究院城市安全与环境科学研究所 | Multi-measure combined rail transit environment vibration reduction effect estimation method, device and equipment |
| CN115130066B (en) * | 2022-08-30 | 2022-11-11 | 中国铁路设计集团有限公司 | Online evaluation method for vibration reduction effect of subway vibration reduction track |
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