A method for obtaining a highway traffic vibration load identification model and a method for identifying

Abstract

The present application relates to a kind of highway traffic vibration load identification model acquisition method and identification method, belong to finite element modeling and application technical field, solve the modeling complex of the calculation method of highway traffic load in prior art, low accuracy, poor universality and the problem of unable to adapt to complex scene.Based on the first vibration response time domain data calculated without vehicle passing through;Based on the second vibration response time domain data and optimal thickness and optimal shear wave velocity calculated with vehicle passing through;Based on the third vibration response frequency domain data obtained from the first and second vibration response time domain data;Establish the fourth vibration response frequency domain data obtained from soil entity finite element model;If the third and fourth vibration response frequency domain data are consistent, then calculate transfer function;Based on the traffic load obtained by inversion from transfer function and third vibration response frequency domain data, input finite element model to obtain simulation vibration data, if simulation vibration data and third vibration response frequency domain data obtained in the field are consistent, then finite element model is effective.A kind of modeling simple, accurate and suitable for various complex scene highway traffic load identification method is realized.

Description

Technical Field

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

[0002] In the field of micro-vibration design research for electronics factories, vehicles and trains propagate vibrations through the foundation, generating environmental micro-vibrations. Ground vibrations induced by traffic loads typically manifest as low-frequency vibrations (below 20 Hz), which can adversely affect highly sensitive electronic equipment. If left uncontrolled, these micro-vibrations can directly impact the normal operation of precision equipment within the electronics factory. Therefore, accurate highway traffic loads are required to accurately calculate the structural vibration response of an electronics factory.

[0003] There are two main methods for calculating highway traffic loads in the existing technology. The first method establishes a highway-vehicle coupling analysis model, treating the vehicle structure as a secondary suspension and the pavement and subgrade as layered heterogeneous elastic media. This creates a three-dimensional numerical model of multi-rigid-body-elastic coupling, deriving the basic dynamic equations for vehicle-pavement-subgrade coupled vibration and three-dimensional finite element numerical expressions for the discrete states of the pavement and subgrade units. However, this method is relatively complex and requires input of a highway pavement irregularity spectrum, which is typically a generalized irregularity spectrum for highways and not site-specific. Therefore, the highway traffic loads obtained using this method are not representative of specific sites. The second method simplifies the vehicle load as a rectangular uniformly distributed moving load or the superposition of multiple sinusoidal signals. By introducing wave conduction units and a complete energy analysis boundary, and exploiting the superposition of waves, the dynamic load is simulated using a Dirac function. The vehicle load is expressed in Fourier series form to analyze the ground vibration caused by the vehicle. However, this method cannot simulate the random characteristics of the vehicle load and can only provide qualitative analysis, but cannot provide a true representation of the vibration response of the soil under the influence 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 an identification model of highway traffic vibration loads and an identification method to solve the problems of existing highway traffic load calculation methods such as complex modeling, low accuracy, poor versatility, and inability to adapt to complex scenarios.

[0006] In one aspect, an embodiment of the present invention provides a method for obtaining an identification model of highway traffic vibration loads, 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, 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] 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 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 a further improvement of the above method, the acquisition of vibration data of each test point in the on-site in-situ vibration test at the site to be tested with and without a vehicle passing through includes:

[0015] Acquire a road to be tested on one side of the test site, 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;

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

[0017] Select different types of vehicles and conduct 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 of the road to be tested when vehicles pass by;

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

[0019] Further improvement based on the above method, the first vibration response time domain data under the constant time micro-motion is calculated based on the vibration data of the test points without vehicle passing, including:

[0020] The vibration data of each test point in the model correction reference point group and the vehicle identification contrast point group is obtained when there is no vehicle passing, and the vibration data is intercepted to obtain the first vibration response time domain data a i (t) of each test point in the model correction reference point group, and the first vibration response time domain data a k (t) of each test point in the vehicle identification contrast point group.

[0021] The second vibration response time domain data is calculated based on the vibration data of the test points with vehicle passing, including:

[0022] The vibration data of each test point in the model correction reference point group and the vehicle identification contrast point group is obtained when there is no vehicle passing, and the vibration data is intercepted to obtain the second vibration response time domain data x wct_l,i (t) of each test point corresponding to different working conditions, x wct_l,k (t), wherein wct_l is the working condition type, i is the test point in the model correction reference point group, k is the test point in the vehicle identification contrast point group, wct_l=1, 2, 3,..., O, i=1, 2, 3,..., N, k=1, 2, 3,..., U.

[0023] Further improvement based on the above method, the vibration data is intercepted with the time marked by the time test point group as the initial time, and the data from 0s to 8s in the vibration data is intercepted.

[0024] Further improvement based on the above method, the optimal thickness and optimal shear wave velocity of each layer of soil of the to-be-tested site are calculated based on the vibration data of the test points with vehicle passing, including:

[0025] 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), where 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 test site;

[0028] Obtain an on-site geological survey report. Based on the inversion range of soil thickness and shear wave velocity recorded in the on-site geological survey report, use a genetic algorithm to invert the soil thickness and shear wave velocity of each layer of soil. 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 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 calibration 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 calibration 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 control 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 control point group. wct_l,k (ω);

[0040] or,

[0041] Perform autospectral analysis on 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 to obtain the corresponding autopower spectrum and the cross-power spectrum of the two. Based on the autopower spectrum and the cross-power spectrum, obtain 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. wct_l,i (ω);

[0042] Perform autospectral analysis on 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 to obtain the corresponding autopower spectrum and the cross-power spectrum of the two. Based on the autopower spectrum and the cross-power spectrum, obtain 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 in the model correction reference point group under the wct_1th working condition causing soil vibration response. wct_l,k (ω).

[0043] A further improvement based on the above method, wherein 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 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 working 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, P wct_l,iai (ω) is the autopower 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.

[0055] 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.

[0056] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0057] 1. The present invention provides a method for obtaining an identification model and an identification method for highway traffic vibration loads. Based on in-situ field testing, 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 an array test line, so that the established model is closer to the actual site to be studied.

[0058] 2. The present invention provides a method for obtaining an identification model and an identification method for highway traffic vibration loads. 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 scenarios.

[0059] In the present invention, the above-mentioned technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of the present invention will be described in the following description, and some advantages will become apparent from the description or be learned through practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] The accompanying drawings are only used for the purpose of illustrating specific embodiments and are not to be considered as limiting the present invention. Throughout the drawings, the same reference symbols denote the same components.

[0061] Figure 1 This is an example diagram of a method for obtaining an identification model of highway traffic vibration loads in an embodiment of the present invention;

[0062] Figure 2 2 is an example diagram of the distribution of test point groups on an array test line in an embodiment of the present invention. DETAILED DESCRIPTION

[0063] The preferred embodiments of the present invention will be 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, and are not used to limit the scope of the present invention.

[0064] In existing technologies, it's impossible to directly determine vehicle loads during movement; indirect inversion methods are typically used. Furthermore, at the beginning of electronics factory design, the surrounding roads are not yet fully developed, so vibration loads from similar sites can only be used as design input. However, these factors can lead to inaccurate calculated road traffic loads, making it impossible to accurately calculate the microvibration of electronics factories. Therefore, the present invention provides a road traffic load identification method that features simple modeling, high accuracy, and applicability to a variety of complex scenarios.

[0065] A specific embodiment of the present invention discloses a method for obtaining an identification model of highway traffic vibration loads, such as Figure 1 Shown, including:

[0066] S1: Obtain vibration data from each test point in the on-site vibration test at the site under test with and without vehicles passing through, including:

[0067] 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.

[0068] 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 of the current vibration data is located is used as the time when the vehicle passes, and 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.

[0069] The present invention does not impose any specific restrictions on the number of test points in each test point group. For example, the time test point group includes one test point, the vehicle identification reference point group includes one test point, the model calibration reference point group includes three test points, the vehicle identification control point group includes four test points, and the land dynamics parameter inversion point group includes three test points.

[0070] For example, the highway to be tested is located on one side of the site, and an array test line is arranged perpendicular to the road direction. 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.

[0071] The present invention uses a distributed test acquisition system to collect and process vibration data from test points in each test point group. The distributed test acquisition system includes: a 24-bit acquisition instrument for collecting and storing vibration data from the test points; data acquisition software for controlling the 24-bit acquisition instrument and setting its acquisition parameters, sampling mode, and other parameters; a high-precision vibration pickup for converting ground vibration signals into digital signals, which are then transmitted to the 24-bit acquisition instrument via a transmission cable; and a central processing unit (a 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 performing real-time processing on the vibration data, including time domain, frequency domain, calculus, and filtering.

[0072] The present invention does not limit the types of components in the distributed test acquisition system, and any hardware or software that can implement the corresponding functions can be used.

[0073] S12: Obtain vibration data of each test point on the road to be tested when no vehicle passes through.

[0074] S13: Select different types of vehicles and conduct 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.

[0075] During on-site in-situ vibration testing, vehicles are tested across the test line at various speeds and driving modes. These vehicles can be any type of vehicle that travels on public roads, such as buses, coaches, dump trucks, semi-trailers, and sedans. Speeds range from 0 to 100 km / h, and driving modes include constant speed driving, braking, and passing roadblocks. Vehicles can be operated in single or multiple configurations, with each operating condition tested 3-5 times. Through on-site in-situ vibration testing, vibration data can be obtained for each test point under each operating condition.

[0076] 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 through, including:

[0077] Acquire vibration data of each test point in the model calibration 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 calibration reference point groupi (t) and the first vibration response time domain data a of each test point of the vehicle identification control point group k (t), where 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.

[0078] It can be understood that under the working condition where no vehicle passes, the vibration data of each test point in the model calibration reference point group and the vehicle identification control point group are all determined, which is only related to the time factor.

[0079] S3: Calculating 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 based on the vibration data of a vehicle passing through the lower test point.

[0080] 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:

[0081] Acquire vibration data of each test point in the model calibration 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), where wct_l is the operating condition type, i is a test point in the model calibration reference point group, and k is a test point in the vehicle identification control point group. wct_l = 1, 2, 3, ..., O, i = 1, 2, 3, ..., N, and k = 1, 2, 3, ..., U.

[0082] The vibration data of the test points in the time test point group records the specific time when the vehicle passes the test line under the working condition. The present invention uses this specific time as the initial time (i.e., the point at time 0) and can intercept the vibration data from 0 to 8 seconds, or intercept the vibration data from 2 to 4 seconds before and after the initial time, thereby forming a 4 to 8 second interval of vibration data. 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.

[0083] The method of calculating the optimal thickness and optimal shear wave velocity of each layer of soil at the test site based on vibration data of a vehicle passing through the test point includes:

[0084] 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 a test point in the land dynamics parameter inversion point, p = 1, 2, 3,..., E.

[0085] When the optimal thickness and the optimal shear wave velocity of each layer of soil are obtained, vibration data in any working condition can be selected, because the thickness parameter and the shear wave velocity parameter of the to-be-measured site are not affected by the working condition, and are determined by the site itself.

[0086] For the intercepting operation, the vibration data of 0-8s can be intercepted, or the vibration data of 2-4s before and after the initial time can be intercepted, so as to form the vibration data of 4-8s. The present application does not limit the interception region of the vibration data.

[0087] A2: the fifth vibration response time domain data of each test point is subjected to two-by-two cross-correlation analysis or cross-spectrum analysis to obtain the corresponding phase difference between each test point at each frequency.

[0088] After the fifth vibration response time domain data of each test point is obtained, the present application 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 the cross-correlation analysis is a statistical method for studying the correlation between two variables, also known as "multiple linear regression analysis" or "covariance analysis", which can be used to determine the linear relationship between two variables. Through cross-correlation analysis, it can be determined how two variables are correlated with each other, and the degree of such correlation can be quantified. Cross-spectrum analysis is a powerful tool that can effectively describe and quantify the statistical correlation between two signals in the frequency domain. Moreover, the implementation method of cross-correlation analysis or cross-spectrum analysis is common knowledge in the art, which is not limited in the present application.

[0089] Exemplarily, the land dynamics parameter inversion point group includes three test points, and the corresponding phase difference between the three points at each frequency ω is obtained after cross-correlation analysis or cross-spectrum analysis.

[0090] 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 to-be-measured site.

[0091] The phase velocity of the Rayleigh wave is a function of the vibration frequency f, that is:

[0092]

[0093] wherein Δx is the distance between two test points, is the phase difference between two test points at the same time, and f is the vibration frequency.

[0094] For example, for the test point The phase velocity Vc of the site to be measured is:

[0095]

[0096]

[0097] Where Δx 1-2 For test points and test points The spacing, Δx 2-3 For test points and test points The spacing, Δx 1-3 For test points and test points spacing.

[0098] A4: Obtain the on-site geological survey report. Based on the inversion range of soil thickness and shear wave velocity recorded in the on-site geological survey report, use a genetic algorithm to invert the soil thickness and shear wave velocity of each soil layer. The fitness function of the genetic algorithm is:

[0099] fitness=||Vm-Vc||2,

[0100] Among them, Vm is the phase velocity calculated based on the soil thickness and shear wave velocity of each layer of soil.

[0101] Specifically, Vm is the overall stiffness matrix of each soil layer based on the thickness h and shear wave velocity Vs, taking into account the displacement continuity conditions and stress continuity conditions between adjacent layers. By solving the eigenvalue of the matrix equation, the theoretical dispersion curve can be obtained, and then the relationship between the Rayleigh wave phase velocity and frequency of the soil can be obtained, thereby obtaining the inverted phase velocity of each soil layer.

[0102] The present invention uses genetic algorithm to invert soil thickness and shear wave velocity parameters, taking 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 must not exceed the specified range. For example, the current number of soil layers is 4, and the thickness of each layer is h i (i=1,2,3,4) and 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.

[0103] The present invention does not specifically limit the implementation details of the genetic algorithm.

[0104] A5: The soil thickness and shear wave velocity corresponding to the minimum fitness function value are the optimal soil thickness and optimal shear wave velocity.

[0105] 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:

[0106] Perform Fourier transform on the first vibration response time domain data of each test point in the model calibration reference point group and the vehicle identification control point group to obtain the corresponding first amplitude and phase function:

[0107]

[0108] Perform Fourier transform on the second vibration response time domain function of each test point in the model calibration reference point group and the vehicle identification control point group to obtain the corresponding second amplitude and phase function:

[0109]

[0110] 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;

[0111] 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);

[0112] The third vibration response frequency data C of the kth test point in the vehicle identification control 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 control 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).

[0113] 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 thereof, 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).

[0114] 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:

[0115]

[0116] in,

[0117] P wct_l,ici (ω)=P wct_l,ixi (ω)+P wct_l,iai (ω)-2*Re(P wct_l,ixi (ω)),

[0118] P wct_l,ixi (ω) is the autopower spectrum of the second vibration response time domain function under the wct_lth working condition, P wct_l,iai (ω) is the autopower 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.

[0119] Perform autospectral analysis on 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 to obtain the corresponding autopower spectrum and the cross-power spectrum of the two. Based on the autopower spectrum and the cross-power spectrum, obtain 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 in the model correction reference point group under the wct_1th working condition causing soil vibration response. wct_l,k (ω).

[0120] C wct_l,k The calculation method of (ω) is similar to that of C wct_l,i The calculation method of (ω) is the same.

[0121] S5: establishing a soil solid finite element model of the test site 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.

[0122] The input parameters of the harmonic response analysis include the unit force (i.e. 1N), the frequency of the harmonic response analysis 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.

[0123] The fourth vibration response frequency domain data is vibration data of each test point in the model calibration reference point group.

[0124] 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.

[0125] It can be understood that for any operating condition, a transfer function exists that corresponds to that condition. Specifically, for the current operating condition, the transfer function refers to the functional relationship between the road vibration source in that operating condition and the vibration responses of each test point caused by that road vibration source. The road vibration source refers to each vehicle in that operating condition. Each test point has a transfer function corresponding to the road vibration source.

[0126] If they are inconsistent, the damping ratio of each soil layer 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.

[0127] This step compares the third vibration response frequency data with the fourth vibration response frequency domain data for each test point in the model calibration reference point group. Agreement means the difference between the third and fourth vibration response frequency domain data is within the allowable error range. Exemplarily, the allowable error range is 0.05, but this is not a limitation and can be determined based on business needs.

[0128] When modifying the damping ratio, it is necessary to ensure that the damping ratio of each soil layer is no more 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.

[0129] S7: Obtain traffic load based on the transfer function and the third vibration response frequency domain data by inversion, and 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, the established soil solid finite element model is valid.

[0130] 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:

[0131] For each operating condition identified by the vehicle identification reference point group, perform the following operations:

[0132] 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 working condition is obtained by inversion, namely:

[0133] F wct_l (ω)=C wct_l,k (ω) / H wct_l,k (ω),

[0134] Among them, H wct_l,k (ω) is the transfer function of the kth test point under the wct_lth working condition;

[0135] 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 .

[0136] 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.

[0137] The consistency in this step means that the difference between the test vibration data and the vibration data is within the allowable error range. For example, the allowable error range is 0.02, which is not limited in the present invention and can be determined according to business needs.

[0138] 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, and calculate the damping ratio based on the new vibration response data. Then, re-establish the soil solid finite element model, and return to step S5 to recalculate the fourth vibration response frequency domain data.

[0139] 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:

[0140] 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.

[0141] Compared with the existing technology, 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 testing, the vibration data and soil parameters of the current site to be studied are obtained, and then a solid finite element model of the soil 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. 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.

[0142] Those skilled in the art will appreciate that all or part of the process steps of the above-described embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, such as a magnetic disk, an optical disk, a read-only memory, or a random access memory.

[0143] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection 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, 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; 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 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 a highway traffic vibration load according to claim 1, characterized in that: The obtaining of vibration data of each test point in the on-site in-situ vibration test at the site to be tested with and without a vehicle passing therethrough includes: Acquire a road to be tested on one side of the test site, 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; Acquiring vibration data of each test point on the road to be tested when no vehicle passes through; Select different types of vehicles and conduct 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 of the road to be tested when vehicles pass by; 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 moment 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 a 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 calibration 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 calibration 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 calibration 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), where wct_l is the operating condition type, i is a test point in the model calibration reference point group, and k is a test point in the vehicle identification control point group. wct_l = 1, 2, 3, ..., O, i = 1, 2, 3, ..., N, and k = 1, 2, 3, ..., U.

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

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 optimal thickness and the optimal shear wave velocity of each layer of soil at the test site based on the vibration data of a vehicle passing through the test point includes: 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 fifth vibration response time domain data x of each test point corresponding to the working condition wct_target,p (t), where 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 test site; Obtain an on-site geological survey report. Based on the inversion range of soil thickness and shear wave velocity recorded in the on-site geological survey report, use a genetic algorithm to invert the soil thickness and shear wave velocity of each layer of soil. 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 minimum, the corresponding soil thickness and shear wave velocity are the optimal soil thickness and optimal shear wave velocity.

6. The 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 calibration 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 calibration 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 control 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 control point group. wct_l,k (ω); or, Perform autospectral analysis on 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 to obtain the corresponding autopower spectrum and the cross-power spectrum of the two. Based on the autopower spectrum and the cross-power spectrum, obtain 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. wct_l,i (ω); Perform autospectral analysis on 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 to obtain the corresponding autopower spectrum and the cross-power spectrum of the two. Based on the autopower spectrum and the cross-power spectrum, obtain 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 in the model correction reference point group under the wct_1th working condition causing soil vibration response. wct_l,k (ω).

7. The 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 working 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. The 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 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 autopower spectrum of the second vibration response time domain function under the wct_lth working condition, P wct_l,iai (ω) is the autopower 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 according to any one of claims 1 to 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.

Images