CN114997231B - Rapid identification method for subway train induced environmental vibration response - Google Patents
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Abstract
The invention discloses a rapid identification method for induced environmental vibration response of a subway train; comprising the following steps: monitoring vertical vibration of the surface of the rail transit along the line by adopting a vibration acceleration sensor within a preset time period; acquiring first vibration response data of the earth surface along the track traffic line within a preset duration; filtering the first vibration response data to obtain second vibration response data corresponding to a preset frequency band; calculating the square of the running weighting acceleration of the second vibration response data; taking the average value of running weighting acceleration square in the preset time period as a judging threshold value, and judging whether the vibration source of the first vibration response data in the preset time period is a subway train or not according to the judging threshold value; the method can conveniently and efficiently judge whether the vibration source of the environmental vibration response data is a subway train, and provides reliable data support for predicting, evaluating and preventing and controlling the influence of the vibration environment of the urban rail transit line train.
Description
Technical Field
The invention belongs to the technical field of underground engineering and vibration signal acquisition, and particularly relates to a rapid identification method for subway train induced environmental vibration response.
Background
In order to meet the requirement of urban development, urban rail transit is often built in urban areas with luxury streets and has a very close distance from road traffic. Rail transit, which is a sustainable and air-friendly transportation means, has increasingly highlighted the vibration and noise problems induced thereby, and has become a challenge to be solved. Buildings that are subject to vibrations from rail traffic are also often subject to vibrations from road traffic. With the promulgation and implementation of new noise laws, urban rail transit operation units and residents along the rail transit are increasingly sensitive to environmental vibration noise caused by subway trains. In the environmental vibration influence evaluation process, it is generally necessary to analyze and evaluate the vibration influence of subway train operation on the environment through a field test. However, a large number of buildings adjacent to the rail transit line are also adjacent to the road transit line at the same time, resulting in such buildings being simultaneously affected by a variety of different sources of traffic vibration.
Although scholars at home and abroad have conducted a great deal of research on a rail transit environment vibration identification method, the prior art still has the following defects: (1) At present, in the existing evaluation analysis of the environmental vibration response caused by the subway train, no accurate and rapid recognition method of the urban rail train induced vibration response is found by comprehensively considering the frequency domain distribution characteristics and the duration of the induced vibration responses of different traffic vibration sources; (2) In the prior art, the vibration excitation source for manually identifying test data and the analysis method for manually intercepting the data are mainly adopted, so that the efficiency is low and subjectivity exists; (3) The rail transit vibration response data cannot be accurately extracted and the time domain and the frequency domain can be rapidly analyzed.
Liu Weifeng et al comparatively analyze the corresponding frequency domain characteristics of the environmental vibrations caused by different traffic forms; ma Meng et al, in studying vibration evaluation indexes, emphasized the influence of vibration time on human health and annoyance level, and proposed a method of calculating vibration duration by weighting acceleration square curve. Although the method can be used for calculating the vibration duration time of train passing, the method can not identify the vibration source of rail traffic under the condition of complex vibration sources, and the automation of identifying and analyzing data is not realized.
Therefore, how to conveniently and efficiently judge whether the vibration source of the environmental vibration response is a subway train or not, and provide reliable data support for predicting, evaluating and preventing the influence of the vibration environment of the urban rail transit underground line train, becomes a key problem of current research.
Disclosure of Invention
In view of the above problems, the present invention provides a method for quickly identifying an induced environmental vibration response of a subway train, which at least solves some of the above technical problems, and by using the method, it can be conveniently and efficiently determined whether a vibration source of the environmental vibration response is a subway train, so as to provide reliable data support for predicting, evaluating, and preventing and controlling the influence of the vibration environment of the subway train.
The embodiment of the invention provides a rapid identification method for subway train induced environmental vibration response, which comprises the following steps:
s1, monitoring vertical vibration of the ground surface along the track traffic line by adopting a vibration acceleration sensor within a preset time period; acquiring first vibration response data of the surface of the rail transit along the line within a preset duration;
s2, filtering the first vibration response data to obtain vibration response data corresponding to a preset frequency band, and recording the vibration response data as second vibration response data;
S3, calculating the square of the running weighting acceleration of the second vibration response data; and taking the average value of the running weighting acceleration square in the preset time period as a judging threshold value, and judging whether the vibration source of the first vibration response data in the preset time period is a subway train or not according to the judging threshold value.
Further, in the step S2, the preset frequency band is a frequency band of 40-80 Hz.
Further, the step S3 specifically includes:
s31, calculating the weight-counting acceleration vibration level of the second vibration response data in each preset analysis time window within the preset duration; thereby obtaining an operational weighting acceleration vibration level of the second vibration response data;
S32, calculating a Z vibration level of the second vibration response data in each preset analysis time window within the preset duration according to the running weighting acceleration vibration level, so as to obtain a running Z vibration level of the second vibration response data;
s33, calculating the square of the weight-counting acceleration of the second vibration response data in each preset analysis time window in the preset duration according to the running Z vibration level, so as to obtain the square of the weight-counting acceleration of the second vibration response data;
S34, taking an average value of the running weighting acceleration squares in the preset frequency band as a judgment threshold value, and sequentially comparing the running weighting acceleration squares corresponding to the first vibration response data in the preset analysis time window from the starting time of the preset duration; and simultaneously, judging whether the vibration source of the first vibration response data is a subway train or not by combining the duration of the induced vibration response of the subway train.
Further, the step S34 specifically includes:
S341, when the running weighting acceleration square corresponding to the first vibration response data in the ith analysis time window is larger than the average value of the running weighting acceleration squares; then, taking the time point corresponding to the first vibration response data in the ith analysis time window as a starting point, and recording as time t i;
s342, continuing to compare, and when the running weighting acceleration square corresponding to the first vibration response data in the (i+j) th analysis time window is smaller than the average value of the running weighting acceleration squares; then, taking the time point corresponding to the first vibration response data in the i+j analysis time windows as an ending point, and recording as time t i+j;
S343, calculating the time difference between the time t i+j and the time t i;
And if the time difference is greater than or equal to the duration of the induced vibration response of the subway train, judging that the vibration source of the corresponding first vibration response data is the subway train from time t i to time t i+j.
Further, the step S34 further includes:
And S344, continuing to compare the follow-up first vibration response data according to the steps S341-S343 until the first vibration response data in the preset time period are completely compared.
Compared with the prior art, the rapid identification method for the induced environmental vibration response of the subway train has the following beneficial effects:
1. Comprehensively using a digital filtering pretreatment technology and a time-varying vibration energy analysis method, and highlighting vibration responses of different traffic vibration sources in the monitoring data;
2. The band-pass filtering technology and the weight-counting acceleration calculation are combined, whether the vibration source of the environmental vibration response is a subway train or not is conveniently and efficiently judged, and reliable data support is provided for prediction, evaluation and prevention of the influence of the vibration environment of the urban rail transit line train.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims thereof as well as the appended drawings.
The technical scheme of the invention is further described in detail through the drawings and the embodiments.
Drawings
The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate the invention and together with the embodiments of the invention, serve to explain the invention. In the drawings:
Fig. 1 is a flowchart of a method for quickly identifying an induced environmental vibration response of a subway train according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of vibration acceleration test data, a Z-vibration level and a weighted acceleration square provided in an embodiment of the present invention.
Fig. 3 (a) is a schematic diagram of measured environmental vibration response data provided in example 1 of the present invention.
Fig. 3 (b) is a schematic diagram of an environmental vibration response induced by the identified subway train provided in embodiment 1 of the present invention.
Fig. 4 (a) is a schematic diagram of measured environmental vibration response data provided in embodiment 2 of the present invention.
Fig. 4 (b) is a schematic diagram of an environmental vibration response induced by the identified subway train provided in embodiment 2 of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
Due to the fact that the mechanism of vibration sources generated by highway and urban rail transit facilities is different, the distribution characteristics of the two types of vibration in the time domain and the frequency domain are remarkably different. Therefore, the original noise time-course signal can be preprocessed by comprehensively utilizing the time domain and frequency domain analysis technology, so that the noise source identification can be conveniently developed. In addition, the efficiency of manually identifying the vibration source is very low, so the invention realizes the automatic identification and extraction of the vibration response caused by the rail transit vibration source in the environment vibration response through the analysis of the digital filtering technology and the time-varying weighting vibration response.
Referring to fig. 1, the embodiment of the invention provides a rapid identification method for induced environmental vibration response of a subway train, which specifically comprises the following steps:
S1, monitoring vertical vibration of the ground surface or the indoor floor of a building along the track traffic line by adopting a vibration acceleration sensor within a preset time period; acquiring first vibration response data of the earth surface along the track traffic line within a preset duration;
S2, filtering the first vibration response data to obtain vibration response data corresponding to a preset frequency band, and recording the vibration response data as second vibration response data;
S3, calculating the square of the running weighting acceleration of the second vibration response data; and taking the average value of running weighting acceleration squares within a preset time period as a judging threshold value, and judging whether the vibration source of the first vibration response data within the preset time period is a subway train or not according to the judging threshold value.
The above steps are described in detail below.
In the step S1, a vertical vibration acceleration sensor is disposed at each measuring point; wherein the specific number of vibration acceleration sensors may be based on a specific test plan; in the embodiment of the invention, angle irons are stuck on the ground surface in the vertical direction, and then a vibration acceleration sensor is fixed on the angle irons through a magnetic seat;
In the step S2, the vibration response of the rail transit along the ground surface or the building floor slab obtained by testing within the preset time period is the result of the combined action of a plurality of vibration sources; the energy of the environmental vibration response induced by the rail transit train is mainly concentrated in the frequency band of 40-80 Hz, so that in the embodiment of the invention, the preset frequency band is the frequency band of 40-80 Hz; in the step, after the first vibration response data in the preset time length is subjected to band-pass filtering pretreatment, the typical frequency domain characteristics of subway train vibration response can be highlighted, and the interference of background vibration on vibration source identification in the next step can be reduced;
as shown in fig. 2, in the above step S3, specifically, the method includes:
S31, from the energy perspective, converting the vibration response time-course signal into a vibration level, so that the frequency domain characteristics of the vibration acceleration monitoring data are more obvious. Based on the calculated weight acceleration vibration level of the second vibration response in each preset continuous analysis time window;
Because the 1/3 octave vibration acceleration stage can highlight the energy distribution characteristics of different center frequencies, the weighting vibration acceleration stage VL (f i) corresponding to the different center frequencies of the vibration acceleration stage is calculated in 1/3 octave:
In formula (1), f i represents one third of the octave center frequency; a rms (·) represents an acceleration root mean square value; a 0 represents a reference acceleration, and in the embodiment of the invention, 10 -6m/s2;wk (·) is taken to represent an accelerometer weight; the accelerometer weight in the embodiment of the invention can refer to the vertical weight defined in ISO 2631/1-1997;
in the embodiment of the invention, the preset analysis time window length of the weighted vibration acceleration level is 1s, and the overlap coefficient is set to be 7/8.
Acquiring running weight-counting acceleration vibration levels of the second vibration response data in a plurality of preset analysis time windows according to the weight-counting acceleration vibration levels of the second vibration response data in each preset analysis time window;
s32, calculating a Z vibration level of second vibration response data in each preset analysis time window within a preset duration according to the running weight counting acceleration vibration level, so as to further highlight the energy change of the whole vibration response; z vibration level VL z is represented as:
in the formula (2), f i takes the central frequencies of the frequency bands of 1-80 Hz;
obtaining an operation Z vibration level VL Z (t) of the second vibration response data according to the Z vibration level of the second vibration response data in each preset analysis time window;
S33, calculating the square a w 2 of the weighing acceleration of the second vibration response data in each preset analysis time window in preset duration according to the running Z vibration level;
Obtaining the running weight acceleration square a w 2 (t) of the second vibration response data according to the weight acceleration square a w 2 of the second vibration response data in each preset analysis time window;
S34, taking an average value mean (a w 2 (t)) of running weighting acceleration squares in a preset frequency band as a judgment threshold value, and sequentially comparing the weighting acceleration squares a w 2 (t) corresponding to the first vibration response data from the starting time of a preset duration; meanwhile, by combining the duration time of the induced vibration response of the subway train, judging whether the vibration source of the first vibration response data is the subway train or not; in the embodiment of the invention, the duration of the induced vibration response of the subway train is set to be 5s;
the specific steps for judging whether the vibration source of the first vibration response data is a subway train are as follows:
S341, when the running weight acceleration square corresponding to the first vibration response data in the ith analysis time window is larger than the average value of the running weight acceleration squares, namely a w 2(ti)>mean(aw 2 (t)); then the time point corresponding to the first vibration response data in the ith analysis time window is taken as a starting point and is recorded as time t i;
s342, continuing to compare, and when the running weighting acceleration square corresponding to the first vibration response data in the (i+j) th analysis time window is smaller than the average value of the running weighting acceleration squares; a w 2(ti+j)<mean(aw 2 (t)), the time point corresponding to the first vibration response data in the i+j-th analysis time window is taken as an ending point, and is recorded as time t i+j;
s343, calculating the time difference between the time t i+j and the time t i;
If the time difference is greater than or equal to the duration of the induced vibration response of the subway train, namely, the time difference is greater than or equal to 5s, judging that the vibration source of the corresponding first vibration response data is the subway train from time t i to time t i+j;
otherwise, if the time difference is smaller than 5s, judging that the vibration source of the corresponding first vibration response data is a motor vehicle for urban road traffic from time t i to time t i+j;
If the vibration source of the first vibration response data is a subway train, the original detection data of the subway train is intercepted and analyzed respectively, and the time course, the Z vibration level and the 1/3 octave vibration acceleration level are output, so that reliable data support is provided for predicting, evaluating and preventing and controlling the influence of the vibration environment of the subway train;
S344, continuing to compare the subsequent first vibration response data according to the steps S341-S343 until the first vibration response data in the preset time period are completely compared; with particular reference to fig. 3 and 4;
FIG. 3 (a) is measured environmental vibration response data provided in embodiment 1 of the present invention; FIG. 3 (b) is an identified subway train-induced environmental vibration response provided in example 1 of the present invention; as can be seen from fig. 3 (a) and 3 (b), the vibration response data in 3500s acquired in example 1 of the present invention; comparing the vibration response data in 3500S sequentially according to the steps S341-S343, to obtain 13 groups of starting points and corresponding ending points, namely Tr1-Tr13 in fig. 3 (b); and respectively comparing the time difference corresponding to Tr1-Tr13 with the duration time (taking 5 s) of the induced vibration response of the subway train to judge whether the vibration source of the vibration response data in the 13 groups of time is the subway train.
FIG. 4 (a) is measured environmental vibration response data provided in embodiment 2 of the present invention; FIG. 4 (b) is an identified subway train-induced environmental vibration response provided in example 2 of the present invention; as can be seen from fig. 3 (a) and 4 (b), the vibration response data in 3500s acquired in example 2 of the present invention; comparing the vibration response data in 3500S sequentially according to the steps S341-S343, to obtain 13 groups of starting points and corresponding ending points, namely Tr1-Tr13 in fig. 4 (b); and respectively comparing the time difference corresponding to Tr1-Tr13 with the duration time (taking 5 s) of the induced vibration response of the subway train to judge whether the vibration source of the vibration response data in the 13 groups of time is the subway train.
The embodiment of the invention provides a rapid identification method of induced environmental vibration response of a subway train, which aims at different distribution characteristics of vibration of two traffic facilities of rail traffic and road traffic on time domains and frequency domains, firstly, an original vibration time-course signal is preprocessed by utilizing a digital filtering technology analysis technology, the induced vibration response characteristic of the rail traffic train is highlighted, and the further identification and analysis are facilitated; and secondly, the automatic identification of the rail transit vibration source is realized through calculating and analyzing the weighting vibration acceleration of the typical frequency band in the filtered measured acceleration response, and the problems of low efficiency, poor precision and the like of manual identification are solved. The method can conveniently and efficiently extract the original data of the subway train induced environmental vibration response, and provides reliable data support for predicting, evaluating and preventing and controlling the influence of the urban rail transit line train vibration environment.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (3)
1. A rapid identification method for subway train induced environmental vibration response is characterized by comprising the following steps:
s1, monitoring vertical vibration of the ground surface along the track traffic line by adopting a vibration acceleration sensor within a preset time period; acquiring first vibration response data of the surface of the rail transit along the line within a preset duration;
s2, filtering the first vibration response data to obtain vibration response data corresponding to a preset frequency band, and recording the vibration response data as second vibration response data;
S3, calculating the square of the running weighting acceleration of the second vibration response data; taking the average value of the running weighting acceleration square in the preset time period as a judging threshold value, and judging whether the vibration source of the first vibration response data in the preset time period is a subway train or not according to the judging threshold value;
The step S3 specifically comprises the following steps:
s31, calculating the weight-counting acceleration vibration level of the second vibration response data in each preset analysis time window within the preset duration; thereby obtaining an operational weighting acceleration vibration level of the second vibration response data;
S32, calculating a Z vibration level of the second vibration response data in each preset analysis time window within the preset duration according to the running weighting acceleration vibration level, so as to obtain a running Z vibration level of the second vibration response data;
s33, calculating the square of the weight-counting acceleration of the second vibration response data in each preset analysis time window in the preset duration according to the running Z vibration level, so as to obtain the square of the weight-counting acceleration of the second vibration response data;
S34, taking an average value of the running weighting acceleration squares in the preset frequency band as a judgment threshold value, and sequentially comparing the running weighting acceleration squares corresponding to the first vibration response data in the preset analysis time window from the starting time of the preset duration; meanwhile, judging whether the vibration source of the first vibration response data is a subway train or not by combining the duration of the induced vibration response of the subway train;
the step S34 specifically includes:
S341, when the running weighting acceleration square corresponding to the first vibration response data in the ith analysis time window is larger than the average value of the running weighting acceleration squares; then, taking the time point corresponding to the first vibration response data in the ith analysis time window as a starting point, and recording as time t i;
s342, continuing to compare, and when the running weighting acceleration square corresponding to the first vibration response data in the (i+j) th analysis time window is smaller than the average value of the running weighting acceleration squares; then, taking the time point corresponding to the first vibration response data in the i+j analysis time windows as an ending point, and recording as time t i+j;
S343, calculating the time difference between the time t i+j and the time t i;
And if the time difference is greater than or equal to the duration of the induced vibration response of the subway train, judging that the vibration source of the corresponding first vibration response data is the subway train from time t i to time t i+j.
2. The rapid identification method of subway train induced environmental vibration response according to claim 1, wherein in the step S2, the preset frequency band is a frequency band of 40-80 Hz.
3. The method for rapidly identifying an induced environmental vibration response of a subway train according to claim 1, wherein S34 further comprises:
And S344, continuing to compare the follow-up first vibration response data according to the steps S341-S343 until the first vibration response data in the preset time period is completely compared.
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| CN107038339A (en) * | 2017-03-31 | 2017-08-11 | 同济大学 | A kind of computational methods of urban track traffic ambient vibration |
| CN109100101A (en) * | 2018-07-05 | 2018-12-28 | 北京市劳动保护科学研究所 | A method of simulation random vibration source strength |
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| CN109100101A (en) * | 2018-07-05 | 2018-12-28 | 北京市劳动保护科学研究所 | A method of simulation random vibration source strength |
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