CN110717296A - Passenger comfort evaluation method and device for high-speed railway, storage medium and equipment - Google Patents
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Abstract
The invention discloses a method and a device for evaluating the comfort level of passengers on a high-speed railway, a computer readable storage medium and equipment, and belongs to the field of high-speed rails. The method establishes a passenger-vehicle-bridge coupling vibration model, inputs passenger, vehicle, bridge and wind load parameters and calculates initial conditions into the model, solves and outputs dynamic response data of the passenger, the vehicle and the bridge, and evaluates the comfort of the passenger according to the dynamic response data of the passenger. The passenger dynamic model is added, the passenger-vehicle-bridge coupling vibration model is designed, the comfort level is evaluated according to the vibration data of the passenger by solving the dynamic response data of the passenger, and the evaluation method can reflect the real feeling of the passenger.
Description
Technical Field
The invention relates to the field of high-speed rails, in particular to a method and a device for evaluating the comfort level of passengers on a high-speed railway, a computer-readable storage medium and computer-readable equipment.
Background
China's high speed railway is developed rapidly, and the proportion of viaducts and large-span bridges in the railway is increased gradually. With the increase of train running speed and the continuous improvement of people's living standard, the problem of riding comfort degree becomes more and more obvious, and becomes the focus of attention of railway departments gradually. The study of the riding comfort problem of the railway transportation line at home and abroad mainly takes the power interaction of the axles as a premise, and partially considers other load forms such as wind, earthquake, ship collision and the like, so as to obtain relevant parameters such as the vibration acceleration of the floor of the vehicle, and then evaluates the vibration response of passengers, the vehicle and the like by analyzing the obtained parameters according to the ISO2631 standard, the Sperling index or other standards.
However, these methods only use the vibration acceleration of the vehicle body as the evaluation basis of the riding comfort, which hardly reflects the real feeling of the passenger, and cannot accurately evaluate the comfort of the passenger, and thus cannot meet the current operation requirement.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method, a device, a computer readable storage medium and equipment for evaluating the comfort level of passengers on a high-speed railway.
The technical scheme provided by the invention is as follows:
in a first aspect, the invention provides a method for evaluating passenger comfort of a high-speed railway, which comprises the following steps:
step S1: establishing a passenger-vehicle-bridge coupled vibration model, wherein:
the vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating;
the bridge model is a finite element model of a continuous steel truss arch bridge;
each passenger is regarded as a rigid body by the passenger model, and each passenger has 6 degrees of freedom of yaw, sinking and floating, rolling, shaking head, nodding head and longitudinal displacement;
step S2: inputting passenger, vehicle, bridge and wind load parameters and calculating initial conditions;
step S3: generating a mass matrix, a rigidity matrix and a damping matrix of a passenger and a mass matrix, a rigidity matrix and a damping matrix of a vehicle in a passenger-vehicle-bridge coupled motion equation;
step S4: calculating the position of each wheel pair at the current moment, and calculating each order vibration type value of the bridge at the position through interpolation;
step S5: calculating buffeting wind power on vehicles and bridges by interpolation;
step S6: generating a mass matrix, a rigidity matrix and a damping matrix of the bridge;
step S7: calculating the displacement of the wheel set;
step S8: calculating a force vector in a passenger-vehicle equation of motion;
step S9: solving to obtain the displacement increment of the vehicle and the displacement increment of the passenger;
step S10: calculating the speed and acceleration of the vehicle and the speed and acceleration of the passengers;
step S11: calculating the external load acting on the bridge;
step S12: calculating displacement increment of the bridge;
step S13: obtaining the speed and the acceleration of the bridge;
step S14: judging whether the convergence is met, if so, outputting the obtained dynamic response data of the passengers, the vehicles and the bridge, and if not, returning to the step S7;
step S15: passenger comfort is evaluated based on the occupant's dynamic response data.
Further, the passenger-vehicle-bridge coupled motion equation is as follows:
the passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
wherein M isppMass matrix for passenger, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;
is the velocity vector of the passenger or passengers,is a vector of the speed of the vehicle,
is the velocity vector of the bridge;
is the acceleration vector of the passenger,
is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively, external loads acting on passengers, vehicles and bridges.
Further, in the step S15, the passenger total weighted acceleration root mean square value a is usedwEvaluating passenger comfort, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
Further, the method also comprises
And step S16, judging whether the vehicle is out of the bridge after waiting for △ t, if so, finishing, and if not, returning to the step S4.
In a second aspect, the present invention provides a passenger comfort evaluation device for a high-speed railway, the device comprising:
a model building module for building a passenger-vehicle-bridge coupled vibration model, wherein:
the vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating;
the bridge model is a finite element model of a continuous steel truss arch bridge;
each passenger is regarded as a rigid body by the passenger model, and each passenger has 6 degrees of freedom of yaw, sinking and floating, rolling, shaking head, nodding head and longitudinal displacement;
the initialization module is used for inputting passenger, vehicle, bridge and wind load parameters and calculating initial conditions;
the system comprises a first generation module, a second generation module and a third generation module, wherein the first generation module is used for generating a mass matrix, a rigidity matrix and a damping matrix of a passenger in a passenger-vehicle-bridge coupled motion equation and a mass matrix, a rigidity matrix and a damping matrix of a vehicle;
the first calculation module is used for calculating the position of each wheel pair at the current moment and calculating each order vibration type value of the bridge at the position through interpolation;
the second calculation module is used for calculating buffeting wind power on vehicles and bridges in an interpolation mode;
the second generation module is used for generating a mass matrix, a rigidity matrix and a damping matrix of the bridge;
the third calculation module is used for calculating the displacement of the wheel pair;
a fourth calculation module for calculating a force vector in a passenger-vehicle equation of motion;
the fifth calculation module is used for solving and obtaining the displacement increment of the vehicle and the displacement increment of the passenger;
the sixth calculation module is used for calculating the speed and the acceleration of the vehicle and the speed and the acceleration of passengers;
the seventh calculation module is used for calculating the external load acting on the bridge;
the eighth calculation module is used for calculating the displacement increment of the bridge;
the acquisition module is used for acquiring the speed and the acceleration of the bridge;
the judging module is used for judging whether the convergence is met, if so, outputting the obtained dynamic response data of passengers, vehicles and bridges, and if not, returning to the third calculating module;
and the evaluation module is used for evaluating the comfort of the passengers according to the dynamic response data of the passengers.
Further, the passenger-vehicle-bridge coupled motion equation is as follows:
the passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
wherein M isppMass matrix for passenger, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;
is the velocity vector of the passenger or passengers,
is a vector of the speed of the vehicle,is the velocity vector of the bridge;
is the acceleration vector of the passenger,
is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively, external loads acting on passengers, vehicles and bridges.
Further, in the evaluation module, passenger comfort is evaluated by using a passenger total weighted acceleration root mean square value aw, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
Further, the device also comprises
And the circulating module is used for judging whether the vehicle gets out of the bridge after waiting for △ t, if so, ending, and otherwise, returning to the first calculating module.
In a third aspect, the present invention provides a computer-readable storage medium for evaluating passenger comfort of a high-speed railway, comprising a memory for storing processor-executable instructions, which when executed by the processor, implement the steps of the passenger comfort evaluation method of the first aspect described above.
In a fourth aspect, the present invention provides an apparatus for evaluating passenger comfort of a high-speed railway, comprising at least one processor and a memory storing computer-executable instructions, wherein the processor executes the instructions to implement the steps of the passenger comfort evaluation method of the first aspect.
The invention has the following beneficial effects:
the passenger dynamic model is added, the passenger-vehicle-bridge coupling vibration model is designed, the comfort level is evaluated according to the vibration data of the passenger by solving the dynamic response data of the passenger, the evaluation method can better reflect the real feeling of the passenger, in addition, the influence of wind load on the comfort level of the passenger is fully considered, and the evaluation method is more objective and accurate.
Drawings
FIG. 1 is a flow chart of a passenger comfort evaluation method for a high-speed railway according to the invention;
FIG. 2 is a schematic view of a vehicle model and parameters;
FIG. 3 is a bridge elevation (unit: m);
FIG. 4 is a cross-sectional view of a bridge (unit: cm);
FIG. 5 is a finite element model of a continuous steel truss arch bridge;
FIG. 6 is a schematic view of a passenger seat;
FIG. 7 is a schematic view of passenger models and parameters;
fig. 8 is a schematic diagram of the passenger comfort evaluation device for the high-speed railway of the invention.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings and specific embodiments. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
Example 1:
the embodiment of the invention provides a method for evaluating the comfort level of passengers on a high-speed railway, which comprises the following steps of:
step S1: and establishing a passenger-vehicle-bridge coupled vibration model, wherein the passenger-vehicle-bridge coupled vibration model consists of a vehicle model, a passenger model and a bridge model, and the vehicle model, the passenger model and the bridge model are described in detail below.
Vehicle model
The vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating.
The locomotive and the plurality of passenger cars are combined together to form a railway vehicle model. Each carriage is a multi-degree-of-freedom vibration system and comprises wheel sets, front and rear bogies, a vehicle body, springs and dampers. For the purpose of analysis, the following assumptions are used in the case of satisfying the computational accuracy requirements:
(1) neglecting the elastic deformation in the vibration process, namely, regarding the wheel set, the front bogie and the rear bogie of each carriage and the vehicle body as rigid bodies;
(2) the primary suspension device represents a spring and a damper for connecting a wheel pair and a bogie, and the secondary suspension device represents a spring and a damper for connecting the bogie and a vehicle body;
(3) each carriage is taken as an independent unit, and vibration of wheel sets, bogies and a train body in the running direction of the train is not considered;
(4) each wheel pair considers 3 degrees of freedom, respectively yaw Y, roll theta, heave Z. The front bogie and the rear bogie and the vehicle body respectively consider 5 degrees of freedom, namely yaw Y, side rolling theta, rocking psi, sinking and floating Z and point head
For a four-axle railway train, each carriage considers 27 degrees of freedom in total;
the calculation sketch and various parameters of the vehicle are shown in figure 2.
The vehicle grouping adopted by the embodiment of the invention is a pioneer motor train unit which consists of 6 carriages. Table 1 is the main technical parameters of the vehicle.
TABLE 1 vehicle parameters
The vehicle equation of motion matrix is as follows:
in the above formula, non-subscripted letters represent physical quantities, wherein M, C and K represent mass, damping and stiffness, respectively,
respectively represents displacement, speed and acceleration, F represents external load, subscript letters represent a certain part of a compartment, wherein c and t1、t2Respectively, a vehicle body, a front bogie and a rear bogie. The combination of non-subscripted letters and subscripted letters representing a physical quantity, e.g. M, at a location in the vehicle compartmentccRepresenting the mass of the vehicle body, Ct1cThe damping between the front bogie and the vehicle body is represented, and by analogy, the meaning represented by each physical quantity in the above formula can be known.
The equation of motion of a vehicle can be abbreviated
Displacement vectors for the body and front and rear bogies can be written as
The mass matrix of the car body and the front and rear bogies is
Wherein j is 1, 2.
The stiffness matrices are respectively
The damping matrix is constructed in the same manner as the stiffness matrix, and can be obtained by replacing k in the stiffness matrix with c.
The vehicle load and the external load constitute a load vector in the equation.
Ft1wAnd Ft2wThe forces transmitted by the wheel set to the front and rear bogies through a set of dampers and springs are expressed as:
Fce、Ft1e、Ft2eexternal forces acting on the body and the two bogies, respectively, e.g. seismic loads, wind loads, etc., YW、θW、ZWRespectively the transverse displacement, the corner displacement and the vertical displacement of the wheel pairTo a displacement, NWIs the total wheel pair number of the vehicle.
Bridge model
The bridge model is a finite element model of a continuous steel truss arch bridge, taking a great bridge in the Yangtze river of the Jiujiang river as an example.
The Jiujiang Yangtze bridge has a highway bridge length of 4460m and a railway bridge length of 7675m, and has 11 steel beams in total, the maximum span is 216m, and the minimum span is 126 m. Pier top to the lowest bottom surface 64m of foundation, from the girder arch to the lowest bottom surface height 132m of foundation.
The triangular truss with the vertical rods forms a main body of a continuous steel truss arch with a main span 216m, the truss height is 16m, and the internode length is 9 m. The pivot is provided with a lower stiffening truss with the height of 16m, and the truss and the stiffening arch form a rigid truss flexible arch system. The stiffening arch height of 180m span of the bridge is 24m, and the stiffening arch height of 216m span is 32 m. The center-to-center distance between the two main girders is 12.5 m. A plane longitudinal connecting system is arranged between the two main trusses including the arch rings and the stiffening chords, and a transverse connecting system is arranged between every two sections of the stiffening chords and the vertical rods of the triangular truss (every two sections). And a bridge portal frame is arranged at each branch point.
The double-track railway is arranged on the lower chord of the steel beam, the center distance of the double-track railway is 4.2m, and the double-track railway is a longitudinal and transverse beam system and a railway open bridge floor. Telescopic longitudinal beams are arranged to reduce the interaction between the railway longitudinal and transverse beams and the main girders. The floor plan is shown in fig. 3. The cross-section of the bridge is shown in figure 4.
In the embodiment, modeling analysis is carried out by utilizing Midas finite element software based on engineering parameters of the 7 th to 9 th holes 180+216+180m steel truss arch of the bridge. The basic unit of the bridge modeling is a beam type flexural rod piece, a multi-degree-of-freedom finite element model is adopted, and the constraint condition of the support is processed through a master node and a slave node. The pier body is a round end-shaped section, the size of the pier body is 5.6 multiplied by 15.6m, the height of the No. 6 pier from the pier top to the bottom of the bearing platform is 30.6m, the height of the No. 7 pier from the pier top to the bottom of the bearing platform is 27.1m, the height of the No. 8 pier from the pier top to the bottom of the bearing platform is 25.6m, and the height of the No. 9 pier from the pier top to the bearing platform is 24.1 m. And (6) solidifying the substrate.
A schematic diagram of a finite element model of a 180+216+180m continuous steel truss arch bridge built by adopting the MIDAS is shown in FIG. 5.
Therefore, the first few orders of vibration modes and frequencies which take the main control action are extracted by adopting a generalized coordinate discrete method (namely a vibration mode superposition method), and the orthogonality of the vibration modes is utilized, so that the coupled motion equations can be decoupled, the vibration of the whole bridge structure is analyzed, the calculation freedom can be reduced, and the calculation efficiency is improved. The results of the first ten-order natural frequency calculations are shown in table 2.
TABLE 2 continuous steel truss arch bridge natural vibration characteristics
The displacement of the bridge section can be obtained by superposing the mode shape function:
in the formula (I), the compound is shown in the specification,
respectively the horizontal, torsional and vertical components of the mth order vibration mode of the bridge;
Mbthe number of structural vibration modes adopted;
q is a generalized coordinate (modal amplitude).
Formatting the bridge vibration mode to obtain an m-order modal equation:
in the formula, ωm、ξmRespectively the m-th order vibration mode circumferential rate and the damping ratio of the bridge;
Fbmthe bridge is subjected to generalized force;
vehicle-bridge coupling effect model
The motion equations of the vehicle and the bridge are combined to obtain a vehicle-bridge motion equation:
at the contact position of the wheel rails, the loads borne by the vehicle and the bridge are a group of interaction forces with equal magnitude and opposite directions.
Passenger model
This embodiment treats each passenger as a rigid body, each passenger having 6 degrees of freedom for yaw, heaving, roll, yaw, nod, and longitudinal displacement, as follows:
as shown in fig. 6, 10 rows of passenger seats are set in the passenger compartment, each passenger on each row of seats is regarded as a rigid body connected with the vehicle body by spring-damper, and the schematic diagram of the passenger model is shown in fig. 7.
By mpinrThe mass of the nth row and the r column passengers on the ith vehicle is represented, and the mass respectively considers the degrees of freedom in 6 directions and respectively comprises the following components: transverse swing YpinrZ for sinking and floatingpinrSide roll thetapinrShaking head psipinrNodding head
And a longitudinal displacement Xpinr. The passenger and the vehicle body are respectively provided with a spring in the 6 directions
And damping The connection is made. Therefore, the system calculates 327 degrees of freedom (27+6 × 50) for each vehicle and its 10 rows and 5 columns of passengers.
Passenger-vehicle coupling model
The equations of motion for the passenger and vehicle systems are derived from the lagrangian equations of motion:
in the formula, T is the total kinetic energy of the system, V is the total potential energy of the system, and Q is the total damping dissipation energy of the system.
The details are as follows.
Total kinetic energy of ith vehicle and all passenger coupling systems thereon:
in the formula, J is rotational inertia, and c, t, w and p respectively represent a vehicle body, a bogie, a wheel set and a passenger; i. n and r are the ith car, the nth row passenger and the r row passenger; n is a radical ofwiThe number of wheel sets under the ith bogie.
The total deformation potential energy of the spring of the system is as follows:
wherein, a series of spring deformation potential energy is:
the deformation potential energy of the secondary spring is as follows:
the passenger spring deformation potential energy is as follows:
the total energy dissipated by the system damping is:
one of the dampers dissipates energy as follows:
the energy dissipated by the secondary damper is as follows:
the energy dissipated by the passenger damping is:
deriving a passenger-vehicle equation of motion from the lagrangian equation:
in the formula, p and v represent a passenger and a vehicle respectively, M is a mass matrix, C is a damping matrix, K is a stiffness matrix, R is a displacement vector, and F is an external force acting on the vehicle.
The displacement vector of the passenger in the ith section of the vehicle is as follows:
Rpi＝[Rpi1Rpi2… Rpik]T
the displacement vector of the nth row and the r column of passengers is as follows:
the displacement vector of the vehicle is:
Rvi＝[RciRt1iRt2i]T
the external force acting on the ith vehicle is as follows:
Fvvi＝[FciFt1iFt2i]T
since there is no direct interaction between the car body and the rail, FciIs 0 vector and represents the force F transmitted by the wheel pair to the front and the rear bogies through a series of springs and dampers by using the displacement of the wheel pairt1iAnd Ft2iCan be written as:
the irregularity of the bridge displacement superposed rail at the position of the wheel set forms the displacement of the wheel set, which can be expressed as:
wherein, Yb，θb，ZbRespectively the transverse, torsional and vertical array components of the bridge at the position of the wheel pair; y iss，θs，ZsRespectively representing the transverse, vertical and horizontal irregularity of the track; y ishRepresenting the serpentine motion of the wheel-sets.
Passenger-vehicle-bridge system equation of motion
The passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
and (3) combining the vehicle-bridge motion equation and the passenger-vehicle motion equation to obtain a passenger-vehicle-bridge coupling motion equation:
wherein M isppFor passengersQuality matrix, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;
is the velocity vector of the passenger or passengers,is a vector of the speed of the vehicle,
is the velocity vector of the bridge;
is the acceleration vector of the passenger,
is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively, external loads acting on passengers, vehicles and bridges.
After the passenger-vehicle-bridge coupled vibration model is established, the dynamic response data of the passenger, the vehicle and the bridge can be obtained through solving, the solving idea is to independently solve the motion equation of each subsystem, and the combination and mechanical coupling relation of the three subsystems of the passenger, the vehicle and the bridge is satisfied by utilizing separation iteration, and the method is as follows:
step S2: inputting passenger, vehicle, bridge, wind load parameters and calculating initial conditions.
Step S3: and generating a mass matrix, a rigidity matrix and a damping matrix of the passenger and a mass matrix, a rigidity matrix and a damping matrix of the vehicle in the passenger-vehicle-bridge coupled motion equation.
Step S4: and calculating the position of each wheel pair at the current moment, and calculating each order vibration type value of the bridge at the position through interpolation.
Step S5: and (4) calculating buffeting wind power on vehicles and bridges by interpolation.
Step S6: and generating a mass matrix, a rigidity matrix and a damping matrix of the bridge.
Step S7: and calculating the displacement of the wheel pair.
Step S8: force vectors in the passenger-vehicle equation of motion are calculated.
Step S9: and solving to obtain the displacement increment of the vehicle and the displacement increment of the passenger.
Step S10: the speed and acceleration of the vehicle and the speed and acceleration of the passenger are calculated.
Step S11: the external load acting on the bridge is calculated.
Step S12: and calculating the displacement increment of the bridge.
Step S13: and obtaining the speed and the acceleration of the bridge.
Step S14: and judging whether the convergence is met, if so, outputting and obtaining dynamic response data of passengers, vehicles and bridges, wherein the dynamic response data refers to displacement, speed, acceleration and the like, and if not, returning to the step S7.
Step S15: passenger comfort is evaluated based on the occupant's dynamic response data.
The occupant dynamic response data includes acceleration values for the occupant in various directions, preferably using the occupant's total weighted acceleration RMS value awEvaluating passenger comfort, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
The method of the embodiment of the invention also comprises
And S16, judging whether the vehicle is out of the bridge after waiting for △ t, if so, ending, otherwise, returning to the step S4, calculating and evaluating the comfort level after the vehicle is put on the bridge, calculating once every △ t, and ending the calculation after the vehicle is out of the bridge.
In the method in the prior art, the vibration acceleration of the vehicle body is used as an evaluation basis of riding comfort, but the difference exists between the vibration of a passenger and the vibration of the vehicle, and the difference is not considered in the existing railway comfort standard, so that the riding comfort is not strictly evaluated, the real feeling of the passenger is hardly reflected, and the comfort of the passenger cannot be accurately evaluated. According to the invention, a passenger-vehicle-bridge coupling vibration model is designed by adding a passenger dynamic model, the comfort level is evaluated by vibration data (data related to acceleration) of a passenger by solving the dynamic response data of the passenger, the evaluation method can better reflect the real feeling of the passenger, and the influence of wind load on the comfort level of the passenger is fully considered, so that the evaluation method is more objective and accurate.
Example 2:
the embodiment of the invention provides a high-speed railway passenger comfort evaluation device corresponding to the high-speed railway passenger comfort evaluation method described in embodiment 1, as shown in fig. 8, the device comprises:
a model building module 1 for building a passenger-vehicle-bridge coupled vibration model, wherein:
the vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating.
The bridge model is a finite element model of a continuous steel truss arch bridge.
The passenger model treats each passenger as a rigid body, and each passenger has 6 degrees of freedom of yaw, heaving, rolling, shaking, nodding, and longitudinal displacement.
And the initialization module 2 is used for inputting the parameters of passengers, vehicles, bridges and wind loads and calculating initial conditions.
The first generation module 3 is used for generating a mass matrix, a rigidity matrix and a damping matrix of the passenger and a mass matrix, a rigidity matrix and a damping matrix of the vehicle in the passenger-vehicle-bridge coupled motion equation.
And the first calculation module 4 is used for calculating the positions of the wheel pairs at the current moment and calculating the vibration type values of the bridge at each order at the positions through interpolation.
And the second calculation module 5 is used for calculating buffeting wind power on the vehicle and the bridge in an interpolation mode.
And the second generation module 6 is used for generating a mass matrix, a rigidity matrix and a damping matrix of the bridge.
And the third calculating module 7 is used for calculating the displacement of the wheel pair.
A fourth calculation module 8 for calculating a force vector in the passenger-vehicle equation of motion.
And the fifth calculation module 9 is used for solving and obtaining the displacement increment of the vehicle and the displacement increment of the passenger.
A sixth calculation module 10 for calculating the speed, acceleration of the vehicle and the speed, acceleration of the passenger.
And the seventh calculation module 11 is used for calculating the external load acting on the bridge.
And an eighth calculating module 12, configured to calculate a displacement increment of the bridge.
And the acquisition module 13 is used for acquiring the speed and the acceleration of the bridge.
And the judging module 14 is used for judging whether the convergence is met, if so, outputting the obtained dynamic response data of the passengers, the vehicles and the bridge, and otherwise, returning to the third calculating module 7.
And the evaluation module 15 is used for evaluating the comfort of the passengers according to the power response data of the passengers.
The passenger-vehicle-bridge coupled motion equation is:
the passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
wherein M isppMass matrix for passenger, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;is the velocity vector of the passenger or passengers,
is a vector of the speed of the vehicle,
is the velocity vector of the bridge;
is the acceleration vector of the passenger,is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively external loads acting on passengers, vehicles, bridges。
In the evaluation module, the passenger total weighted acceleration root mean square value a is usedwEvaluating passenger comfort, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
The apparatus of the invention further comprises
And the circulation module 16 is used for judging whether the vehicle gets out of the bridge after waiting for △ t, if so, ending, and if not, returning to the first calculation module 4.
The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments. It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the apparatus and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
Example 3:
the method provided by the embodiment of the present specification can implement the service logic through a computer program and record the service logic on a storage medium, and the storage medium can be read and executed by a computer, so as to implement the effect of the solution described in embodiment 1 of the present specification. Accordingly, the present invention also provides a computer-readable storage medium for passenger comfort evaluation of a high speed railway corresponding to the passenger comfort evaluation method of embodiment 1, comprising a memory for storing processor-executable instructions, which when executed by the processor, implement the steps comprising the passenger comfort evaluation method of embodiment 1.
The storage medium may include a physical device for storing information, and typically, the information is digitized and then stored using an electrical, magnetic, or optical media. The storage medium may include: devices that store information using electrical energy, such as various types of memory, e.g., RAM, ROM, etc.; devices that store information using magnetic energy, such as hard disks, floppy disks, tapes, core memories, bubble memories, and usb disks; devices that store information optically, such as CDs or DVDs. Of course, there are other ways of storing media that can be read, such as quantum memory, graphene memory, and so forth.
The above description of the apparatus according to the method embodiment may also include other embodiments. The specific implementation manner may refer to the description of the related method embodiment, and is not described in detail herein.
Example 4:
the invention also provides a device for evaluating the passenger comfort degree of the high-speed railway, which can be a single computer, and can also comprise a practical operation device and the like using one or more methods or one or more device embodiments in the specification. The device for evaluating the passenger comfort level of the high-speed railway can comprise at least one processor and a memory for storing computer executable instructions, and the processor executes the instructions to realize the steps of the passenger comfort level evaluation method of the high-speed railway described in the embodiment 1.
The above description of the device according to the method or apparatus embodiment may also include other embodiments, and specific implementation may refer to the description of the related method embodiment, which is not described herein in detail.
It should be noted that, the above-mentioned apparatus or system in this specification may also include other implementation manners according to the description of the related method embodiment, and a specific implementation manner may refer to the description of the method embodiment, which is not described herein in detail. The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the hardware + program class, storage medium + program embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and for the relevant points, refer to the partial description of the method embodiment.
The foregoing description has been directed to specific embodiments of this disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
The systems, devices, modules or units illustrated in the above embodiments may be implemented by a computer chip or an entity, or by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a vehicle-mounted human-computer interaction device, a cellular telephone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.
For convenience of description, the above devices are described as being divided into various modules by functions, and are described separately. Of course, when implementing one or more of the present description, the functions of each module may be implemented in one or more software and/or hardware, or a module implementing the same function may be implemented by a combination of multiple sub-modules or sub-units, etc. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, 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.
Those skilled in the art will also appreciate that, in addition to implementing the controller as pure computer readable program code, the same functionality can be implemented by logically programming method steps such that the controller is in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers and the like. Such a controller may therefore be considered as a hardware component, and the means included therein for performing the various functions may also be considered as a structure within the hardware component. Or even means for performing the functions may be regarded as being both a software module for performing the method and a structure within a hardware component.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method or apparatus that comprises the element.
As will be appreciated by one skilled in the art, one or more embodiments of the present description may be provided as a method, system, or computer program product. Accordingly, one or more embodiments of the present description may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, one or more embodiments of the present description may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
One or more embodiments of the present description may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. One or more embodiments of the present specification can also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment. In the description of the specification, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the specification. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the present invention in its spirit and scope. Are intended to be covered by the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A method for evaluating passenger comfort of a high-speed railway is characterized by comprising the following steps:
step S1: establishing a passenger-vehicle-bridge coupled vibration model, wherein:
the vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating;
the bridge model is a finite element model of a continuous steel truss arch bridge;
each passenger is regarded as a rigid body by the passenger model, and each passenger has 6 degrees of freedom of yaw, sinking and floating, rolling, shaking head, nodding head and longitudinal displacement;
step S2: inputting passenger, vehicle, bridge and wind load parameters and calculating initial conditions;
step S3: generating a mass matrix, a rigidity matrix and a damping matrix of a passenger and a mass matrix, a rigidity matrix and a damping matrix of a vehicle in a passenger-vehicle-bridge coupled motion equation;
step S4: calculating the position of each wheel pair at the current moment, and calculating each order vibration type value of the bridge at the position through interpolation;
step S5: calculating buffeting wind power on vehicles and bridges by interpolation;
step S6: generating a mass matrix, a rigidity matrix and a damping matrix of the bridge;
step S7: calculating the displacement of the wheel set;
step S8: calculating a force vector in a passenger-vehicle equation of motion;
step S9: solving to obtain the displacement increment of the vehicle and the displacement increment of the passenger;
step S10: calculating the speed and acceleration of the vehicle and the speed and acceleration of the passengers;
step S11: calculating the external load acting on the bridge;
step S12: calculating displacement increment of the bridge;
step S13: obtaining the speed and the acceleration of the bridge;
step S14: judging whether the convergence is met, if so, outputting the obtained dynamic response data of the passengers, the vehicles and the bridge, and if not, returning to the step S7;
step S15: passenger comfort is evaluated based on the occupant's dynamic response data.
2. The method for evaluating passenger comfort of a high-speed railway according to claim 1, wherein the passenger-vehicle-bridge coupled motion equation is as follows:
the passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
wherein M isppMass matrix for passenger, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;
is the velocity vector of the passenger or passengers,is a vector of the speed of the vehicle,
is the velocity vector of the bridge;
is the acceleration vector of the passenger,
is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively, external loads acting on passengers, vehicles and bridges.
3. The passenger comfort evaluation method for high-speed railway according to claim 2, wherein in step S15, the passenger total weighted acceleration root mean square value a is usedwEvaluating passenger comfort, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
4. The method for evaluating passenger comfort of high-speed railway according to claim 3, further comprising
And step S16, judging whether the vehicle is out of the bridge after waiting for △ t, if so, finishing, and if not, returning to the step S4.
5. A passenger comfort evaluation device for a high-speed railway, the device comprising:
a model building module for building a passenger-vehicle-bridge coupled vibration model, wherein:
the vehicle model comprises a plurality of carriages, each carriage comprises a vehicle body, a front bogie, a rear bogie and a plurality of wheel pairs, the vehicle body, the front bogie and the rear bogie have 5 degrees of freedom of nodding, shaking, rolling, sinking and floating, and the wheel pairs have 3 degrees of freedom of yawing, rolling and sinking and floating;
the bridge model is a finite element model of a continuous steel truss arch bridge;
each passenger is regarded as a rigid body by the passenger model, and each passenger has 6 degrees of freedom of yaw, sinking and floating, rolling, shaking head, nodding head and longitudinal displacement;
the initialization module is used for inputting passenger, vehicle, bridge and wind load parameters and calculating initial conditions;
the system comprises a first generation module, a second generation module and a third generation module, wherein the first generation module is used for generating a mass matrix, a rigidity matrix and a damping matrix of a passenger in a passenger-vehicle-bridge coupled motion equation and a mass matrix, a rigidity matrix and a damping matrix of a vehicle;
the first calculation module is used for calculating the position of each wheel pair at the current moment and calculating each order vibration type value of the bridge at the position through interpolation;
the second calculation module is used for calculating buffeting wind power on vehicles and bridges in an interpolation mode;
the second generation module is used for generating a mass matrix, a rigidity matrix and a damping matrix of the bridge;
the third calculation module is used for calculating the displacement of the wheel pair;
a fourth calculation module for calculating a force vector in a passenger-vehicle equation of motion;
the fifth calculation module is used for solving and obtaining the displacement increment of the vehicle and the displacement increment of the passenger;
the sixth calculation module is used for calculating the speed and the acceleration of the vehicle and the speed and the acceleration of passengers;
the seventh calculation module is used for calculating the external load acting on the bridge;
the eighth calculation module is used for calculating the displacement increment of the bridge;
the acquisition module is used for acquiring the speed and the acceleration of the bridge;
the judging module is used for judging whether the convergence is met, if so, outputting the obtained dynamic response data of passengers, vehicles and bridges, and if not, returning to the third calculating module;
and the evaluation module is used for evaluating the comfort of the passengers according to the dynamic response data of the passengers.
6. The passenger comfort evaluation device for the high-speed railway according to claim 5, wherein the passenger-vehicle-bridge coupled motion equation is:
the passenger-vehicle equation of motion is:
the vehicle-bridge motion equation is:
wherein M isppMass matrix for passenger, MvvIs a mass matrix of the vehicle, MbbIs a mass matrix of the bridge; cppDamping matrix for passengers, CvvBeing a damping matrix of the vehicle, CbbA damping matrix of the bridge; kppIs a rigidity matrix of the passenger, KvvIs a stiffness matrix of the vehicle, KbbIs a stiffness matrix of the bridge; rpIs a displacement vector of the passenger, RvIs a displacement vector of the vehicle, RbThe displacement vector of the bridge is taken as the displacement vector of the bridge;
is the velocity vector of the passenger or passengers,
is a vector of the speed of the vehicle,
is the velocity vector of the bridge;
is the acceleration vector of the passenger,
is the acceleration vector of the vehicle and,
the acceleration vector of the bridge is taken as the acceleration vector of the bridge; fp、Fv、FbRespectively, external loads acting on passengers, vehicles and bridges.
7. The passenger comfort evaluation device for high-speed railway according to claim 6, wherein the evaluation module uses the passenger total weighted acceleration root mean square value awEvaluating passenger comfort, wherein:
axw、ayw、azwweighted acceleration rms values of the passenger in x, y and z3 directions, respectively.
8. The passenger comfort evaluation device for high-speed railway according to claim 7, characterized in that the device further comprises
And the circulating module is used for judging whether the vehicle gets out of the bridge after waiting for △ t, if so, ending, and otherwise, returning to the first calculating module.
9. A computer-readable storage medium for high speed railway passenger comfort assessment, characterized by comprising a memory for storing processor-executable instructions which, when executed by the processor, implement steps comprising the high speed railway passenger comfort assessment method of any one of claims 1-4.
10. An apparatus for passenger comfort evaluation of a high speed railway, comprising at least one processor and a memory storing computer executable instructions, the processor implementing the steps of the passenger comfort evaluation method of any one of claims 1 to 4 when executing the instructions.
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