Recognition model acquisition method and recognition method for road traffic vibration load

Abstract

The invention relates to a road traffic vibration load recognition model acquisition method and a recognition method, belongs to the technical field of finite element model modeling and application, and solves the problems that a road traffic load calculation method in the prior art is complex in modeling, low in accuracy, poor in universality and incapable of adapting to complex scenes. Calculating first vibration response time domain data based on no vehicle passing; second vibration response time domain data, the optimal thickness and the optimal shear wave velocity are obtained through calculation on the basis of vehicle passing; obtaining third vibration response frequency domain data based on the first vibration response time domain data and the second vibration response time domain data; establishing a soil entity finite element model to obtain fourth vibration response frequency domain data; if the third vibration response frequency domain data is consistent with the fourth vibration response frequency domain data, calculating a transfer function; and performing inversion based on the transfer function and the third vibration response frequency domain data to obtain a traffic load, inputting the traffic load into the finite element model to obtain simulated vibration data, and if the simulated vibration data is consistent with the third vibration response frequency domain data obtained on site, determining that the finite element model is valid. The road traffic load identification method is simple in modeling, high in accuracy and suitable for various complex scenes.

Description

Technical Field

[0001] The present invention relates to the technical field of finite element modeling and application, and in particular to an identification model acquisition method and an identification method for highway traffic vibration load. Background Art

[0002] In the field of micro-vibration design research of electronic plants, vehicles and trains will transmit vibrations through the foundation, forming environmental micro-vibrations. The ground vibrations caused by traffic loads usually appear as low-frequency vibrations (below 20Hz), which will have an adverse effect on highly sensitive electronic equipment. If these micro-vibrations are not controlled, they will directly affect the normal operation of precision equipment in the electronic plant. Therefore, in order to accurately calculate the structural vibration response of the electronic plant, it is necessary to input accurate highway traffic loads.

[0003] In the prior art, there are two main methods for calculating highway traffic loads: one is to establish a highway-vehicle coupling analysis model, treat the vehicle structure as a two-system suspension body, and treat the road surface and roadbed as layered heterogeneous elastic media, thereby establishing a multi-rigid body-elastic coupling three-dimensional numerical model, deriving the basic dynamic equations of vehicle-pavement-roadbed coupling vibration and the three-dimensional finite element numerical method expressions under the discrete state of the road surface and roadbed units. However, the model established by this method is relatively complex. At the same time, the method needs to input the road surface roughness spectrum, but it is usually only the general roughness spectrum of the highway, not for a specific site. Therefore, the highway traffic load obtained by this method cannot represent a specific site. The second is to simplify the vehicle load into a rectangular uniformly distributed moving load or the superposition of multiple sinusoidal signals. By introducing a wave conduction unit and a complete energy analysis boundary, the dynamic load is simulated by a Dirac function using the superposition of waves, and the vehicle load is expressed in the form of a Fourier series to analyze the ground vibration caused by the vehicle. However, this method cannot simulate the random characteristics of the vehicle load and can only perform qualitative analysis, but cannot give a real vibration response on the soil under the action of traffic vehicle loads.

[0004] Therefore, it is necessary to provide a highway traffic load identification method that is simple to model, highly accurate, and applicable to various complex scenarios. Summary of the invention

[0005] In view of the above analysis, the embodiments of the present invention aim to provide a method for obtaining a recognition model and a method for identifying highway traffic vibration loads, so as to solve the problems of complex modeling, low accuracy, poor versatility and inability to adapt to complex scenarios in existing highway traffic load calculation methods.

[0006] On the one hand, an embodiment of the present invention provides a method for obtaining an identification model of highway traffic vibration load, comprising:

[0007] Obtain vibration data of each test point in the on-site in-situ vibration test at the site to be tested with and without vehicles passing through;

[0008] The first vibration response time domain data under constant micro-motion is calculated based on the vibration data of the test point when no vehicle passes by;

[0009] Based on the vibration data of a vehicle passing through the lower test point, the second vibration response time domain data and the optimal thickness and optimal shear wave velocity of each layer of soil in the test site are calculated;

[0010] performing coherence decomposition on the first vibration response time domain data and the second vibration response time domain data to obtain third vibration response frequency domain data;

[0011] Establishing a soil solid finite element model of the site to be tested based on the optimal thickness and optimal shear wave velocity of each layer of soil, and performing harmonic response analysis to obtain fourth vibration response frequency domain data of the soil solid finite element model;

[0012] If the third vibration response frequency domain data is consistent with the fourth vibration response frequency domain data, calculating the transfer function of the soil solid finite element model;

[0013] The traffic load is obtained by inverting the transfer function and the third vibration response frequency domain data, and the traffic load is input into the soil solid finite element model to obtain the simulated vibration data of each test point. If the simulated vibration data is consistent with the third vibration response frequency domain data obtained in the on-site in-situ vibration test, the established soil solid finite element model is valid.

[0014] Based on the further improvement of the above method, the acquisition of vibration data of each test point in the field in-situ vibration test of the site to be tested without and with vehicles passing through includes:

[0015] Acquire a road to be tested on one side of the site to be tested, set an array test line in a direction perpendicular to the road to be tested, and sequentially arrange a plurality of test point groups on the test line, each test point group including at least one test point;

[0016] Acquiring vibration data of each test point of the road to be tested when no vehicle passes by;

[0017] Select different types of vehicles to perform actual working condition measurements on the road to be tested at different speeds and driving modes, so as to obtain vibration data of each test point under different working conditions when vehicles pass through the road to be tested;

[0018] Among them, the test point group includes: a time test point group, the vibration data of the test points in the time test point group is used to mark the specific time when the vehicle passes the test line; a vehicle identification reference point group, the vibration data of the test points in the vehicle identification reference point group is used to record and identify the working condition type; a model correction reference point group, the vibration data of the test points in the model correction reference point group is used to correct the soil entity finite element model; a vehicle identification control point group, the vibration data of the test points in the vehicle identification control point group is used to measure the accuracy of the traffic load output by the soil entity finite element model; a land dynamics parameter inversion point group, the vibration data of the test points in the land dynamics parameter inversion point group is used to calculate the optimal thickness and optimal shear wave velocity of the site to be tested.

[0019] Based on the further improvement of the above method, the first vibration response time domain data under constant micro-motion is calculated based on the vibration data of the test point when no vehicle passes by, including:

[0020] Acquire vibration data of each test point in the model correction reference point group and the vehicle identification control point group when no vehicle passes, and intercept the vibration data to obtain first vibration response time domain data a of each test point in the model correction reference point group i (t) and the first vibration response time domain data a of each test point of the vehicle identification control point group k (t);

[0021] The step of calculating the second vibration response time domain data based on the vibration data of a vehicle passing through the lower test point includes:

[0022] Acquire vibration data of each test point in the model correction reference point group and the vehicle identification control point group when a vehicle passes by, and intercept the vibration data to obtain second vibration response time domain data x of each test point corresponding to different working conditions wct_l，i (t), x wct_l，k (t), wherein wct_l is the operating condition type, i is a test point in the model calibration reference point group, k is a test point in the vehicle identification control point group, wct_l=1, 2, 3, ..., O, i=1, 2, 3, ..., N, k=1, 2, 3, ..., U.

[0023] Based on a further improvement of the above method, the intercepting of the vibration data refers to taking the moment marked by the time test point group as the initial moment and intercepting the data of the 0th to 8th seconds in the vibration data.

[0024] Based on the further improvement of the above method, the optimal thickness and optimal shear wave velocity of each layer of soil at the site to be tested are calculated based on the vibration data of a vehicle passing through the lower test point, including:

[0025] Acquire vibration data of each test point in the land dynamic parameter inversion point group corresponding to any working condition type when a vehicle passes by, and intercept the vibration data to obtain fifth vibration response time domain data x of each test point corresponding to the working condition wct_target,p (t), wherein wct_target is the selected working condition type, p is the test point in the land dynamics parameter inversion point, p = 1, 2, 3, ..., E;

[0026] Performing pairwise cross-correlation analysis or cross-spectrum analysis on the fifth vibration response time domain data of each test point to obtain the corresponding phase difference between each test point at each frequency;

[0027] The phase velocity of the Rayleigh wave is calculated based on each phase difference, and the average of each phase velocity is the phase velocity Vc of the site to be measured;

[0028] Obtain an on-site geological survey report, and use a genetic algorithm to invert the soil thickness and shear wave velocity of each layer of soil based on the inversion range of the soil thickness and shear wave velocity recorded in the on-site geological survey report. The fitness function of the genetic algorithm is:

[0029] fitness=||Vm-Vc|| 2 ,

[0030] Where Vm is the phase velocity calculated based on the soil thickness and shear wave velocity of each layer of soil;

[0031] When the fitness function value is the minimum, the corresponding soil thickness and shear wave velocity are the optimal soil thickness and optimal shear wave velocity.

[0032] Based on a further improvement of the above method, performing coherence decomposition on the first vibration response time domain data and the second vibration response time domain data to obtain third vibration response frequency domain data includes:

[0033] Perform Fourier transform on the first vibration response time domain data of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding first amplitude and phase function:

[0034]

[0035] Perform Fourier transform on the second vibration response time domain function of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding second amplitude and phase function:

[0036]

[0037] Among them, X wct_l，i(ω) is the second amplitude and phase function of the i-th test point in the model correction reference point group under the wct_l-th working condition, X wct_l，k (ω) is the second amplitude and phase function number of the kth test point in the vehicle identification control point group under the wct_lth working condition, M is the number of FFT points, j is the imaginary unit, and ω is the frequency;

[0038] The third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_1-th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the model correction reference point group. wct_l，i (ω);

[0039] The third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the vehicle identification reference point group. wct_l，k (ω);

[0040] or,

[0041] The first vibration response time domain function and the second vibration response time domain function of each test point in the model correction reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_l-th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω);

[0042] The first vibration response time domain function and the second vibration response time domain function of each test point in the vehicle identification reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，k (ω).

[0043] Based on the further improvement of the above method, the traffic load is obtained by inverting the transfer function and the third vibration response frequency domain data, and the traffic load is input into the soil solid finite element model to obtain the test vibration data of each test point, including:

[0044] For each operating condition identified by the vehicle identification reference point group, perform the following operations:

[0045] Based on the transfer function of the kth test point under the wct_1th working condition in the vehicle recognition control point group and the third vibration response frequency data C corresponding to the kth test point under the wct_1th working condition wct_l，k (ω) and inversion to obtain the traffic load under the wct_l condition, namely:

[0046] F wct_l (ω)=C wct_l，k (ω) / H wct_l，k (ω),

[0047] Among them, H wct_l，k (ω) is the transfer function of the kth test point under the wct_lth working condition;

[0048] The traffic load is input into the soil solid finite element model to obtain the test vibration data Csimu of each test point in the vehicle identification control point group. wct_l，k .

[0049] Based on the further improvement of the above method, if the test vibration data is consistent with the vibration data, it means that the Csimu wct_l，k With C wct_l，k (ω) is consistent, where C wct_l，k (ω) is the third vibration response frequency data corresponding to each test point in the vehicle identification reference point group under the current working condition.

[0050] Based on the further improvement of the above method, the third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_l-th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω), including:

[0051]

[0052] in,

[0053] P wct_l，ici (ω)=P wct_l，ixi (ω)+P wct_l，iai (ω)-2*Re(P wct_l，ixi (ω)),

[0054] P wct_l，ixi (ω) is the autopower spectrum of the second vibration response time domain function under the wct_lth working condition,

[0055] P wct_l，iai (ω) is the autopower spectrum of the first vibration response time domain function under the wct_lth working condition,

[0056] Re(P wct_l，ixi(ω)) is the cross power spectrum, and Δf is the frequency resolution.

[0057] On the other hand, an embodiment of the present invention provides a method for identifying highway traffic vibration loads, comprising: obtaining a soil solid finite element model based on a highway traffic vibration load identification model acquisition method; obtaining vibration data of any current point and the position of the point, and inputting the vibration data and the position into the soil solid finite element model to obtain a traffic load corresponding to the vibration data.

[0058] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0059] 1. The present invention provides a method for obtaining an identification model of highway traffic vibration loads and an identification method. The vibration data and soil parameters of the current site to be studied are obtained based on in-situ field tests, and then a soil solid finite element model of the site to be studied is constructed. The modeling method and modeling effect are simpler and more accurate than the existing multi-rigid body-elastic coupling three-dimensional numerical model. The soil solid finite element model is continuously corrected by arranging the vibration data of multiple test point groups in sequence on an array test line, so that the established model is closer to the actual site to be studied.

[0060] 2. The present invention provides a method for obtaining an identification model of highway traffic vibration loads and an identification method. When identifying traffic loads, it is only necessary to obtain the vibration data and position of the current measuring point, and input it into the established soil solid finite element model to obtain the traffic load that conforms to the real scene. The method of obtaining highway traffic loads is simpler and more versatile, and can be applied to various complex scenes.

[0061] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] The accompanying drawings are only used for the purpose of illustrating specific embodiments and are not to be considered as limiting the present invention. In the entire drawings, the same reference symbols represent the same components;

[0063] Figure 1 This is an example diagram of a method for obtaining an identification model of a highway traffic vibration load in an embodiment of the present invention;

[0064] Figure 2 1 is a diagram showing an example of the distribution of test point groups on an array test line in an embodiment of the present invention. DETAILED DESCRIPTION

[0065] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0066] In the prior art, the load of vehicles during movement cannot be directly obtained, and an indirect inversion method is usually used. In addition, at the beginning of the design of the electronic factory, the surrounding traffic roads are not yet mature, so only the vibration load of similar sites can be used as the design input. However, the above factors will lead to inaccurate results of the calculated highway traffic load, and thus the micro-vibration of the electronic factory cannot be accurately calculated. Therefore, the present invention provides a highway traffic load identification method with simple modeling, high accuracy and applicable to various complex scenarios.

[0067] A specific embodiment of the present invention discloses a method for obtaining an identification model of highway traffic vibration loads, such as Figure 1 As shown, including:

[0068] S1: Obtain vibration data of each test point in the on-site vibration test of the site to be tested with and without vehicles passing through, including:

[0069] S11: Acquire a road to be tested on one side of the site to be tested, set up an array test line in a direction perpendicular to the road to be tested, and sequentially arrange multiple test point groups on the test line, each test point group including at least one test point, such as Figure 2 shown.

[0070] Among them, the test point group includes: a time test point group, the vibration data of the test points in the time test point group are used to mark the specific time when the vehicle passes the test line, and the time when the vibration maximum value of the current vibration data is located is used as the time when the vehicle passes, and it is checked with the test record to determine the final time when the vehicle passes; a vehicle identification reference point group, the vibration data of the test points in the vehicle identification reference point group are used to record and identify the working condition type; a model correction reference point group, the vibration data of the test points in the model correction reference point group are used to correct the soil entity finite element model; a vehicle identification control point group, the vibration data of the test points in the vehicle identification control point group are used to measure the accuracy of the traffic load output by the soil entity finite element model; a land dynamics parameter inversion point group, the vibration data of the test points in the land dynamics parameter inversion point group are used to calculate the optimal thickness and optimal shear wave velocity of the site to be tested.

[0071] The present invention does not specifically limit the number of test points in each test point group. For example, the time test point group includes 1 test point, the vehicle identification reference point group includes 1 test point, the model correction reference point group includes 3 test points, the vehicle identification control point group includes 4 test points, and the land dynamics parameter inversion point group includes 3 test points.

[0072] Exemplarily, the highway to be tested is located on one side of the site, and an array test line is arranged perpendicular to the direction of the road. 8-12 test points are arranged first, of which the first test point is 30m away from the center line of the road, and the remaining test points are 20-40m apart. The vibration collection system of the test points adopts a distributed test system, and all test points use GPS for common timing.

[0073] The present invention adopts a distributed test acquisition system to collect and process the vibration data of the test points in each test point group. The distributed test acquisition system includes: a 24-bit acquisition instrument for collecting and storing the vibration data of the test points; data acquisition software for controlling the 24-bit acquisition instrument and setting the acquisition parameters, sampling mode, etc. of the acquisition instrument; a high-precision vibration pickup for converting the vibration signal of the ground into a digital signal, which is transmitted to the 24-bit acquisition instrument via a transmission cable; a central processing unit (host computer, such as a computer), including data analysis software, for receiving the vibration data collected and stored by the 24-bit acquisition instrument, and capable of real-time processing of the vibration data in time domain, frequency domain, calculus, filtering, etc.

[0074] The present invention does not limit the types of components in the distributed test collection system, and any hardware or software that can implement the corresponding functions may be used.

[0075] S12: Obtain vibration data of each test point on the road to be tested when no vehicle passes through.

[0076] S13: Select different types of vehicles and perform actual working condition measurements on the road to be tested at different speeds and driving modes, so as to obtain vibration data of each test point on the road to be tested under different working conditions when vehicles pass by.

[0077] In the on-site in-situ vibration test, vehicles pass through the test line at different speeds and driving modes. The vehicles can be types of vehicles that travel on the road, such as buses, coaches, muck trucks, semi-trailers, cars, etc. The speed range covers 0-100km / h, and the driving modes include constant speed driving, braking, passing roadblocks, etc. The vehicles can travel in the form of single vehicles or multiple vehicles, and each working condition is tested 3-5 times. After the on-site in-situ vibration test, the vibration data of each test point under each working condition can be obtained.

[0078] S2: Calculate the first vibration response time domain data under constant micro-motion based on the vibration data of the test point when no vehicle passes by, including:

[0079] Acquire vibration data of each test point in the model correction reference point group and the vehicle identification control point group when no vehicle passes, and intercept the vibration data to obtain first vibration response time domain data a of each test point in the model correction reference point group i (t) and the first vibration response time domain data a of each test point of the vehicle identification control point group k (t), wherein i is a test point in the model calibration reference point group, k is a test point in the vehicle identification control point group, i=1, 2, 3, ..., N, k=1, 2, 3, ..., U.

[0080] It can be understood that, under the working condition where no vehicle passes, the vibration data of each test point in the model correction reference point group and the vehicle identification control point group are all determined, which is only related to the time factor.

[0081] S3: Based on the vibration data of a vehicle passing through the lower test point, the second vibration response time domain data and the optimal thickness and optimal shear wave velocity of each layer of soil at the site to be tested are calculated.

[0082] The step of calculating the second vibration response time domain data based on the vibration data of a vehicle passing through the lower test point includes:

[0083] Acquire vibration data of each test point in the model correction reference point group and the vehicle identification control point group when a vehicle passes by, and intercept the vibration data to obtain second vibration response time domain data x corresponding to the test points under different working conditions wct_l，i (t), x wct_l，k (t), wherein wct_l is the operating condition type, i is a test point in the model calibration reference point group, k is a test point in the vehicle identification control point group, wct_l=1, 2, 3, ..., O, i=1, 2, 3, ..., N, k=1, 2, 3, ..., U.

[0084] The vibration data of the test point in the time test point group records the specific moment when the vehicle passes the test line under the working condition. The present invention uses the specific moment as the initial moment (i.e., the point at time 0), and can intercept the vibration data of 0 to 8 seconds, or intercept the vibration data of 2 to 4 seconds before and after the initial moment, thereby forming the vibration data of 4 to 8 seconds. The present invention does not limit the interception interval of the vibration data, as long as the intercepted data can reflect the vibration state of the working condition.

[0085] The method of calculating the optimum thickness and the optimum shear wave velocity of each layer of soil at the site to be tested based on the vibration data of a vehicle passing through the lower test point includes:

[0086] A1: Obtain vibration data of each test point in the land dynamic parameter inversion point group corresponding to any working condition type when a vehicle passes by, and intercept the vibration data to obtain the fifth vibration response time domain data x of each test point corresponding to the working condition wct_target,p (t), wherein wct_target is the selected working condition type, p is the test point among the land dynamic parameter inversion points, and p=1, 2, 3, ..., E.

[0087] When obtaining the optimal thickness and optimal shear wave velocity of each layer of soil, the vibration data under any working condition can be selected, because the thickness parameters and shear wave velocity parameters of the site to be tested will not be affected by the working conditions, but are determined by the site itself.

[0088] For the interception operation, the vibration data of 0 to 8 seconds can be intercepted, or the vibration data of 2 to 4 seconds before and after the initial moment can be intercepted to form 4 to 8 seconds of vibration data. The present invention does not limit the interception area of ​​the vibration data.

[0089] A2: Perform pairwise cross-correlation analysis or cross-spectrum analysis on the fifth vibration response time domain data of each test point to obtain the corresponding phase difference between each test point at each frequency.

[0090] After obtaining the fifth vibration response time domain data of each test point, the present invention calculates the phase difference based on the correlation relationship of each fifth vibration response time domain data. The correlation relationship is obtained by cross-correlation analysis or cross-spectrum analysis, wherein cross-correlation analysis is a statistical method for studying the correlation between two variables, also known as "multivariate linear regression analysis" or "covariance analysis", which can be used to determine the linear relationship between two variables. Through cross-correlation analysis, it is possible to determine how the two variables are related to each other and quantify the degree of such correlation. As a powerful tool, cross-spectrum analysis can effectively describe and quantify the statistical correlation between two signals in the frequency domain. And the implementation method of cross-correlation analysis or cross-spectrum analysis is common knowledge in the art, and the present invention is not limited here.

[0091] For example, the land dynamics parameter inversion point group includes 3 test points. After cross-correlation analysis or cross-spectrum analysis, the phase difference between the three points at each frequency ω is obtained.

[0092] A3: The phase velocity of the Rayleigh wave is calculated based on each phase difference, and the average of each phase velocity is the phase velocity Vc of the test site.

[0093] The phase velocity of Rayleigh waves is a function of the vibration frequency f, namely:

[0094]

[0095] Where Δx is the distance between two test points, is the phase difference between the two test points at the same time, and f is the vibration frequency.

[0096] For example, for the test point The phase velocity Vc of the site to be measured is:

[0097]

[0098]

[0099] Where Δx 1-2 For test point and test points The spacing, Δx 2-3 For test point and test points The spacing, Δx 1-3 For test point and test points spacing.

[0100] A4: Obtain the on-site geological survey report, and use a genetic algorithm to invert the soil thickness and shear wave velocity of each layer of soil based on the inversion range of the soil thickness and shear wave velocity recorded in the on-site geological survey report. The fitness function of the genetic algorithm is:

[0101] fitness=||Vm-Vc|| 2 , where Vm is the phase velocity calculated based on the soil thickness and shear wave velocity of each layer of soil.

[0102] Specifically, Vm is based on the thickness h of each layer of soil and the shear wave velocity Vs, considering the displacement continuity conditions and stress continuity conditions between adjacent layers to form an overall stiffness matrix. By solving the eigenvalue of the matrix equation, we can get the theoretical dispersion curve, and then get the relationship between the Rayleigh wave phase velocity and frequency of the soil, so as to get the inverted phase velocity of each layer of soil.

[0103] The present invention uses genetic algorithm to invert soil thickness and shear wave velocity parameters, and takes the thickness and shear wave velocity of each layer of soil as inversion parameters. The range of each parameter is based on the range given in the on-site geological survey report and shall not exceed the specified range. For example, the current number of soil layers is 4, and the thickness of each layer hi (i = 1, 2, 3, 4) and the shear wave velocity Vs i(i=1, 2, 3, 4), a total of 8 variables. For the first layer of soil, the thickness range is 1-3m, the shear wave velocity range is 150-196m / s, for the second layer of soil, the thickness range is 10-15m, the shear wave velocity range is 290-400m / s, for the third layer of soil, the thickness range is 4-10m, the shear wave velocity range is 400-600m / s, for the fourth layer of soil, the thickness range is 10-80m, and the shear wave velocity range is 800-1000m / s.

[0104] The present invention does not specifically limit the implementation details of the genetic algorithm.

[0105] A5: When the fitness function value is the minimum, the corresponding soil thickness and shear wave velocity are the optimal soil thickness and optimal shear wave velocity.

[0106] S4: performing coherence decomposition on the first vibration response time domain data and the second vibration response time domain data to obtain third vibration response frequency domain data, including:

[0107] Perform Fourier transform on the first vibration response time domain data of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding first amplitude and phase function:

[0108]

[0109] Perform Fourier transform on the second vibration response time domain function of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding second amplitude and phase function:

[0110]

[0111] Among them, X wct_l，i (ω) is the second amplitude and phase function of the i-th test point in the model correction reference point group under the wct_l-th working condition, X wct_l，k (ω) is the second amplitude and phase function of the kth test point in the vehicle identification control point group under the wct_lth working condition, M is the number of FFT points, j is the imaginary unit, and ω is the frequency;

[0112] The third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_1-th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the model correction reference point group. wct_l，i (ω), specifically, X wct_l,i (ω) and A i (ω) is subtracted to obtain the frequency domain data C of soil vibration response caused by the vehicle wct_l，i (ω);

[0113] The third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the vehicle identification reference point group. wct_l，k (ω), specifically, X wct_l，k (ω) and A k (ω) is subtracted to obtain the frequency domain data C of soil vibration response caused by the vehicle wct_l，k (ω).

[0114] Alternatively, the first vibration response time domain function and the second vibration response time domain function of each test point in the model correction reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_l-th working condition causing the soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω).

[0115] The third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_1-th working condition causing the soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω), including:

[0116]

[0117] in,

[0118] P wct_l，ici (ω)=P wct_l，ixi (ω)+P wct_l，iai (ω)-2*Re(P wct_l，ixi (ω)),

[0119] P wct_l，ixi (ω) is the autopower spectrum of the second vibration response time domain function under the wct_lth working condition,

[0120] P wct_l，iai (ω) is the autopower spectrum of the first vibration response time domain function under the wct_lth working condition,

[0121] Re(P wct_l，ixi (ω)) is the cross power spectrum, and Δf is the frequency resolution.

[0122] The first vibration response time domain function and the second vibration response time domain function of each test point in the vehicle identification reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，k (ω).

[0123] C wct_l，k The calculation method of (ω) and C wct_l，i The calculation method of (ω) is the same.

[0124] S5: establishing a soil solid finite element model of the site to be tested based on the optimal thickness and optimal shear wave velocity of each layer of soil, and performing harmonic response analysis to obtain fourth vibration response frequency domain data of the soil solid finite element model.

[0125] The input parameters of the harmonic response analysis include the unit force (i.e. 1N), the frequency of the harmonic response analysis, which should be consistent with the site vibration response C wct_l，i The frequency of (ω) is consistent, the frequency range is generally 0-100Hz, and the frequency interval is 0-1Hz.

[0126] The fourth vibration response frequency domain data is the vibration data of each test point in the model correction reference point group.

[0127] S6: If the third vibration response frequency domain data is consistent with the fourth vibration response frequency domain data, then calculating the transfer function of the soil solid finite element model.

[0128] It can be understood that for any working condition, there is a transfer function corresponding to the working condition. Specifically, for the current working condition, the transfer function refers to the functional relationship between the road vibration source in the working condition and the vibration response of each test point caused by the road vibration source, and the road vibration source refers to each vehicle in the working condition. Each test point has a transfer function corresponding to the road vibration source.

[0129] If they are inconsistent, the damping ratio of each layer of soil is modified, and then the soil solid finite element model is re-established, and the process returns to step S5 to recalculate the fourth vibration response frequency domain data.

[0130] This step is to compare the third vibration response frequency data of each test point in the model calibration reference point group with the fourth vibration response frequency domain data. Consistency means that the difference between the third vibration response frequency domain data and the fourth vibration response frequency domain data is within the allowable error range. Exemplarily, the allowable error range is 0.05, which is not limited in the present invention and can be determined according to business needs.

[0131] When modifying the damping ratio, it is necessary to ensure that the damping ratio of each layer of soil is not greater than 0.3, and the damping ratio of the soil layer with a large shear wave velocity is greater than the damping ratio of the soil layer with a small shear wave velocity.

[0132] S7: Obtain traffic load based on the transfer function and the third vibration response frequency domain data by inversion, input the traffic load into the soil solid finite element model to obtain simulated vibration data of each test point, if the simulated vibration data is consistent with the third vibration response frequency domain data obtained in the on-site in-situ vibration test, then the established soil solid finite element model is valid.

[0133] The inversion based on the transfer function and the third vibration response frequency domain data obtains the traffic load, and the traffic load is input into the soil solid finite element model to obtain the test vibration data of each test point, including:

[0134] For each operating condition identified by the vehicle identification reference point group, perform the following operations:

[0135] Based on the transfer function of the kth test point under the wct_1th working condition in the vehicle recognition control point group and the third vibration response frequency data C corresponding to the kth test point under the wct_1th working condition wct_l，k (ω) The traffic load under the wct_l condition is obtained by inversion, namely:

[0136] F wct_l (ω)=C wct_l，k (ω) / H wct_l，k (ω),

[0137] Among them, H wct_l，k (ω) is the transfer function of the kth test point under the wct_lth working condition;

[0138] The traffic load is input into the soil solid finite element model to obtain the test vibration data Csimu of each test point in the vehicle identification control point group. wct_l，k .

[0139] If the test vibration data is consistent with the vibration data, it means that the Csimu wct_l，k With C wct_l，k (ω) is consistent, where C wct_l，k (ω) is the third vibration response frequency data corresponding to each test point in the vehicle identification reference point group under the current working condition.

[0140] The consistency in this step means that the difference between the test vibration data and the vibration data is within the allowable error range. Exemplarily, the allowable error range is 0.02, which is not limited in the present invention and can be determined according to business needs.

[0141] If they are inconsistent, adjust the spacing between the test points in the land dynamic parameter inversion point group on the test line or adjust the distance between the land dynamic parameter inversion point group and the road to be tested, re-collect the vibration response data, calculate the damping ratio based on the new vibration response data, and then re-establish the soil solid finite element model, and return to step S5 to recalculate the fourth vibration response frequency domain data.

[0142] Another specific embodiment of the present invention discloses a method for identifying highway traffic vibration loads, which is implemented based on a method for obtaining an identification model of highway traffic vibration loads, and includes:

[0143] The vibration data of any current point and the position of the point are obtained, and the vibration data and the position are input into the soil solid finite element model to obtain the traffic load corresponding to the vibration data.

[0144] Compared with the prior art, the present embodiment provides a method for obtaining an identification model and an identification method for highway traffic vibration loads. Based on in-situ field tests, the vibration data and soil parameters of the current site to be studied are obtained, and then a soil solid finite element model of the site to be studied is constructed. The modeling method and modeling effect are simpler and more accurate than the existing multi-rigid body-elastic coupling three-dimensional numerical model. The soil solid finite element model is continuously corrected by arranging the vibration data of multiple test point groups in sequence on the array test line, so that the established model is closer to the actual site to be studied. When identifying traffic loads, it is only necessary to obtain the vibration data and position of the current measuring point, and input it into the established soil solid finite element model to obtain the traffic load that conforms to the real scene. The method of obtaining highway traffic loads is simpler and more versatile, and can be applied to various complex scenes.

[0145] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0146] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for obtaining an identification model of highway traffic vibration loads, characterized in that: include: Obtain vibration data of each test point in the on-site in-situ vibration test at the site to be tested with and without vehicles passing through; The first vibration response time domain data under constant micro-motion is calculated based on the vibration data of the test point when no vehicle passes by; Based on the vibration data of a vehicle passing through the lower test point, the second vibration response time domain data and the optimal thickness and optimal shear wave velocity of each layer of soil in the test site are calculated; performing coherence decomposition on the first vibration response time domain data and the second vibration response time domain data to obtain third vibration response frequency domain data; Establishing a soil solid finite element model of the site to be tested based on the optimal thickness and optimal shear wave velocity of each layer of soil, and performing harmonic response analysis to obtain fourth vibration response frequency domain data of the soil solid finite element model; If the third vibration response frequency domain data is consistent with the fourth vibration response frequency domain data, calculating the transfer function of the soil solid finite element model; The traffic load is obtained by inverting the transfer function and the third vibration response frequency domain data, and the traffic load is input into the soil solid finite element model to obtain the simulated vibration data of each test point. If the simulated vibration data is consistent with the third vibration response frequency domain data obtained in the on-site in-situ vibration test, the established soil solid finite element model is valid.

2. The method for obtaining an identification model of highway traffic vibration load according to claim 1, characterized in that: The obtaining of vibration data of each test point of the site to be tested in the on-site in-situ vibration test with and without a vehicle passing through includes: Acquire a road to be tested on one side of the site to be tested, set an array test line in a direction perpendicular to the road to be tested, and sequentially arrange a plurality of test point groups on the test line, each test point group including at least one test point; Acquiring vibration data of each test point of the road to be tested when no vehicle passes by; Select different types of vehicles to perform actual working condition measurements on the road to be tested at different speeds and driving modes, so as to obtain vibration data of each test point under different working conditions when vehicles pass through the road to be tested; Among them, the test point group includes: a time test point group, the vibration data of the test points in the time test point group is used to mark the specific time when the vehicle passes the test line; a vehicle identification reference point group, the vibration data of the test points in the vehicle identification reference point group is used to record and identify the working condition type; a model correction reference point group, the vibration data of the test points in the model correction reference point group is used to correct the soil entity finite element model; a vehicle identification control point group, the vibration data of the test points in the vehicle identification control point group is used to measure the accuracy of the traffic load output by the soil entity finite element model; a land dynamics parameter inversion point group, the vibration data of the test points in the land dynamics parameter inversion point group is used to calculate the optimal thickness and optimal shear wave velocity of the site to be tested.

3. The method for obtaining an identification model of highway traffic vibration load according to claim 2, characterized in that: The first vibration response time domain data under constant micro-motion is calculated based on the vibration data of the test point when no vehicle passes through, including: Acquire vibration data of the test points in the model correction reference point group and the vehicle identification control point group when no vehicle passes, and intercept the vibration data to obtain the first vibration response time domain data a of each test point in the model correction reference point group i (t) and the first vibration response time domain data a of each test point of the vehicle identification control point group k (t); The step of calculating the second vibration response time domain data based on the vibration data of a vehicle passing through the lower test point includes: Acquire vibration data of each test point in the model correction reference point group and the vehicle identification control point group when a vehicle passes by, and intercept the vibration data to obtain second vibration response time domain data x of each test point corresponding to different working conditions wct_l，i (t), x wct_l，k (t), wherein wct_l is the operating condition type, i is a test point in the model calibration reference point group, k is a test point in the vehicle identification control point group, wct_l=1, 2, 3, ..., O, i=1, 2, 3, ..., N, k=1, 2, 3, ..., U.

4. The method for obtaining an identification model of highway traffic vibration load according to claim 3, characterized in that: The intercepting of the vibration data refers to taking the time marked by the time test point group as the initial time and intercepting the data of the 0th to 8th seconds in the vibration data.

5. The method for obtaining an identification model of highway traffic vibration load according to claim 4, characterized in that: The method of calculating the optimum thickness and the optimum shear wave velocity of each layer of soil at the site to be tested based on the vibration data of a vehicle passing through the lower test point includes: Acquire vibration data of each test point in the land dynamic parameter inversion point group corresponding to any working condition type when a vehicle passes by, and intercept the vibration data to obtain fifth vibration response time domain data x of each test point corresponding to the working condition wct_target,p (t), wherein wct_target is the selected working condition type, p is the test point in the land dynamics parameter inversion point, p = 1, 2, 3, ..., E; Performing pairwise cross-correlation analysis or cross-spectrum analysis on the fifth vibration response time domain data of each test point to obtain the corresponding phase difference between each test point at each frequency; The phase velocity of the Rayleigh wave is calculated based on each phase difference, and the average of each phase velocity is the phase velocity Vc of the site to be measured; Obtain an on-site geological survey report, and use a genetic algorithm to invert the soil thickness and shear wave velocity of each layer of soil based on the inversion range of the soil thickness and shear wave velocity recorded in the on-site geological survey report. The fitness function of the genetic algorithm is: fitness=||Vm-Vc||2, Where Vm is the phase velocity calculated based on the soil thickness and shear wave velocity of each layer of soil; When the fitness function value is the minimum, the corresponding soil thickness and shear wave velocity are the optimal soil thickness and optimal shear wave velocity.

6. A method for obtaining an identification model of highway traffic vibration load according to claim 5, characterized in that: The performing coherence decomposition on the first vibration response time domain data and the second vibration response time domain data to obtain third vibration response frequency domain data includes: Perform Fourier transform on the first vibration response time domain data of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding first amplitude and phase function: Perform Fourier transform on the second vibration response time domain function of each test point in the model correction reference point group and the vehicle identification control point group to obtain the corresponding second amplitude and phase function: Among them, X wct_l，i (ω) is the second amplitude and phase function of the i-th test point in the model correction reference point group under the wct_l-th working condition, X wct_l，k (ω) is the second amplitude and phase function number of the kth test point in the vehicle identification control point group under the wct_lth working condition, M is the number of FFT points, j is the imaginary unit, and ω is the frequency; The third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_1-th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the model correction reference point group. wct_l，i (ω); The third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is calculated based on the first amplitude and phase function and the second amplitude and phase function of each test point in the vehicle identification reference point group. wct_l，k (ω); or, The first vibration response time domain function and the second vibration response time domain function of each test point in the model correction reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_l-th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω); The first vibration response time domain function and the second vibration response time domain function of each test point in the vehicle identification reference point group are subjected to autospectral analysis to obtain the corresponding autopower spectrum and the cross-power spectrum of the two, and the third vibration response frequency data C of the kth test point in the vehicle identification reference point group under the wct_1th working condition causing soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，k (ω).

7. A method for obtaining an identification model of highway traffic vibration load according to claim 6, characterized in that: The inversion based on the transfer function and the third vibration response frequency domain data obtains the traffic load, and the traffic load is input into the soil solid finite element model to obtain the test vibration data of each test point, including: For each operating condition identified by the vehicle identification reference point group, perform the following operations: Based on the transfer function of the kth test point under the wct_1th working condition in the vehicle recognition control point group and the third vibration response frequency data C corresponding to the kth test point under the wct_1th working condition wct_l，k (ω) and inversion to obtain the traffic load under the wct_l condition, namely: F wct_l (ω)=C wct_l，k (w) / H wct_l，k (oh), Among them, H wct_l，k (ω) is the transfer function of the kth test point under the wct_lth working condition; The traffic load is input into the soil solid finite element model to obtain the test vibration data Csimu of each test point in the vehicle identification control point group. wct_l，k .

8. The method for obtaining an identification model of highway traffic vibration load according to claim 7, characterized in that: If the test vibration data is consistent with the vibration data, it means that the Csimu wct_l，k With C wct_l，k (ω) is consistent, where C wct_l，k (ω) is the third vibration response frequency data corresponding to each test point in the vehicle identification reference point group under the current working condition.

9. A method for obtaining an identification model of highway traffic vibration load according to claim 8, characterized in that: The third vibration response frequency data C of the i-th test point in the model correction reference point group under the wct_l-th working condition causing the soil vibration response is obtained based on the autopower spectrum and the cross-power spectrum. wct_l，i (ω), including: in, P wct_l，ici (ω)=P wct_l，ixi (ω)+P wct_l，iai (ω)-2*Re(P wct_l，ixi (oh)), P wct_l，ixi (ω) is the auto-power spectrum of the time domain function of the second vibration response under the wct_lth working condition, P wct_l，iai (ω) is the auto-power spectrum of the first vibration response time domain function under the wct_lth working condition, Re(P wct_l，ixi (ω)) is the cross power spectrum, and Δf is the frequency resolution.

10. A method for identifying highway traffic vibration loads, comprising: Acquire a soil solid finite element model based on a method for acquiring an identification model of a highway traffic vibration load as described in claims 1-9; The vibration data of any current point and the position of the point are obtained, and the vibration data and the position are input into the soil solid finite element model to obtain the traffic load corresponding to the vibration data.

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