A high-speed railway ride comfort sensitive wavelength identification method, device and equipment

Abstract

The application provides a high-speed railway ride comfort sensitive wavelength identification method, device and equipment, comprising the following steps: a dynamic model of a train-track-bridge space coupling random vibration system is established; the dynamic response of the train-track-bridge space coupling random vibration system under random excitation of track irregularity is solved, and the vibration response power spectrum of the train body is obtained; the random track irregularity spectrum is divided into multiple wavelength components according to the upper and lower cutoff wavelengths of different wavelengths; based on the vibration response power spectrum of the train body, the comfort index corresponding to each wavelength component is calculated, and the sensitive wavelength of the full wave band is identified, so that the ride comfort and the sensitive wavelength are identified. The application effectively overcomes the defects of low calculation efficiency and insufficient identification capacity of the prior art, and provides a high-speed railway ride comfort sensitive wavelength identification solution with high efficiency, accuracy, clear mechanism and strong engineering practicability.

Description

Technical Field

[0001] This invention belongs to the field of railway rail transit technology, and in particular to a method, device and equipment for identifying sensitive wavelengths of high-speed railway passenger comfort. Background Technology

[0002] In addition to achieving high speed and high safety, high comfort has become one of the important standards for evaluating the quality of modern passenger train operation. Vehicle vibration can not only cause passenger fatigue, but may also lead to resonance or harmonic effects between external vibrations and the passenger's organs and body tissues, thus reducing passenger comfort.

[0003] Current research on the impact of stochastic stimuli on passenger comfort mostly requires converting various track spectra into time-domain track irregularity samples in simulation calculations before inputting them into the model for calculation. These studies are not truly stochastic analyses because they apply specific and deterministic system stimuli.

[0004] Existing technologies lack an efficient calculation method that can quickly and accurately analyze the impact of various wavelength components of track irregularities across the entire band on the ride comfort of high-speed railways, and automatically identify sensitive wavelengths, while ensuring engineering accuracy. Summary of the Invention

[0005] To address the aforementioned problems in the existing technology, the present invention provides a method, apparatus, and equipment for identifying sensitive wavelengths of high-speed railway passenger comfort.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] On one hand, the present invention provides a method for identifying wavelengths sensitive to ride comfort on high-speed railways, comprising:

[0008] Establish a dynamic model for a spatially coupled random vibration system of a train-track-bridge system;

[0009] Solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and obtain the power spectrum of the vehicle body vibration response;

[0010] The random orbital irregularity spectrum is divided according to the upper and lower cutoff wavelengths of different wavelengths. Each wavelength component;

[0011] Based on the vehicle body vibration response power spectrum, calculate Each wavelength component corresponds to a comfort index, and sensitive wavelengths across the entire band are identified, enabling the recognition of ride comfort and sensitive wavelengths.

[0012] On the other hand, a high-speed railway passenger comfort sensitive wavelength recognition system is provided, including:

[0013] The dynamic model building module establishes a dynamic model of the spatially coupled random vibration system of train-track-bridge.

[0014] The response solving module is used to solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and to obtain the power spectrum of the vehicle body vibration response.

[0015] The partitioning module is used to divide the random orbital irregularity spectrum according to the upper and lower cutoff wavelengths of different wavelengths. Each wavelength component;

[0016] The identification and analysis module is used to calculate the power spectrum of the vehicle body vibration response. Each wavelength component corresponds to a comfort index, and sensitive wavelengths across the entire band are identified, enabling the recognition of ride comfort and sensitive wavelengths.

[0017] On the other hand, the present invention provides a computer device including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the above-described method for identifying sensitive wavelengths for high-speed railway passenger comfort.

[0018] On the other hand, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the above-described method for identifying sensitive wavelengths for high-speed railway passenger comfort.

[0019] On the other hand, the present invention provides a computer program product stored on a computer-readable storage medium and including computer instructions that, when executed by a processor, cause a computer device to implement the steps of the above-described high-speed railway passenger comfort sensitive wavelength identification method.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0021] Given the scarcity of studies on passenger comfort considering the randomness of track irregularity excitation, this invention provides a complete chain from system modeling and random response solving to comfort evaluation through a method for identifying sensitive wavelengths for high-speed railway passenger comfort. This ensures computational efficiency without sacrificing analytical accuracy and reliability. The system's response power spectrum across the entire frequency band is obtained through a single solution. The random track irregularity spectrum is divided according to the upper and lower cutoff wavelengths. If there are multiple wavelength components, then only one calculation is needed to quickly obtain the result. Comfort indices at each wavelength component and identification of sensitive wavelengths across the entire band. Furthermore, this invention solves the vehicle body vibration response power spectrum by performing harmonic response analysis only at discrete frequency points, avoiding integral calculations and simulations of random samples.

[0022] If using conventional methods, the first step is to use methods such as trigonometric series and discrete Fourier transform to generate time history simulation samples within different required analysis wavelength ranges based on the power spectrum of track irregularities. Then, a deterministic computational model needs to be input for calculation. Furthermore, even when the time required for a single calculation is equal, the time required by the method of the present invention is one-third that of the conventional method. This invention significantly improves computational efficiency. It effectively overcomes the shortcomings of existing technologies, such as low computational efficiency and insufficient recognition capabilities, and provides a high-speed railway passenger comfort sensitive wavelength recognition solution that combines high efficiency, accuracy, clear mechanism, and strong engineering applicability.

[0023] This invention takes the perspective of a train-track-bridge coupled system, directly inputting the random track irregularity spectrum into the system's spatial coupled vibration model. By drawing on reasonable comfort evaluation methods, it conducts a study on passenger ride comfort and sensitive wavelengths under random excitation based on the power spectrum, aiming to provide theoretical basis and scientific reference for the safe and comfortable operation of high-speed railways. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1 This is a flowchart of a method for identifying sensitive wavelengths of high-speed railway passenger comfort provided in one embodiment;

[0026] Figure 2 This is a schematic diagram of the sensitive wavelength of the trailer body center under the action of the Chinese spectrum when the train is running at a speed of 300 km / h, based on vertical comfort.

[0027] Figure 3 This is a diagram showing the peak and valley vibration frequency distribution of the vertical acceleration power spectrum of the trailer body center under the action of the Chinese spectrum when the train is running at a speed of 300 km / h in one embodiment.

[0028] Figure 4 This is a schematic diagram illustrating the different wavelength sensitivity analysis of vertical comfort at different points on the trailer body under the influence of the Chinese spectrum when the train is running at a speed of 300 km / h in one embodiment.

[0029] Figure 5 This is a layout diagram of passenger comfort calculation and analysis points in one embodiment;

[0030] Figure 6 This is a schematic diagram illustrating the sensitivity analysis of vertical comfort at different points on the train body based on different wavelengths under the influence of the Chinese spectrum when the train is running at a speed of 300 km / h in one embodiment.

[0031] Figure 7 The graph showing the relationship between human fatigue time and vertical vibration frequency in ISO 2631;

[0032] Figure 8 This is a schematic diagram of the vertical Sperling cumulative index of the EMU (bogie) based on different wavebands under the influence of the Chinese spectrum when the train is running at a speed of 300 km / h in one embodiment. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0034] Reference Figure 1 One embodiment provides a method for identifying wavelengths sensitive to passenger comfort on high-speed railways, comprising:

[0035] S1. Establish a dynamic model of the spatially coupled random vibration system of train-track-bridge;

[0036] S2, solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and obtain the power spectrum of the vehicle body vibration response;

[0037] S3, divides the random orbit irregularity spectrum into multiple wavelength components according to the upper and lower cutoff wavelengths of different wavelengths at a set interval;

[0038] S4 calculates the comfort index of each wavelength component based on the vehicle body vibration response power spectrum, and identifies sensitive wavelengths across the entire band, thereby achieving the identification of ride comfort and sensitive wavelengths.

[0039] A dynamic model of the spatially coupled random vibration system of train-track-bridge is established, in the following form:

[0040] ;

[0041] Subscript and These represent train, rail, track slab, and bridge system, respectively. The bridge system includes beams and piers. These represent the mass matrices of the train, rails, track slabs, and bridge systems, respectively. These represent the displacement vectors of the train, rails, track slabs, and bridge system, respectively. These represent the velocity vectors of the train, rails, track slabs, and bridge system, respectively. These represent the acceleration vectors of the train, rails, track slabs, and bridge system, respectively. These represent the damping matrices for the train, rails, track slabs, and bridge systems, respectively. These represent the stiffness matrices of the train, rail, track slab, and bridge systems, respectively. These represent the damping sub-matrices for the interaction between the train and the rail, the interaction between the rail and the train, the interaction between the rail and the track slab, the interaction between the track slab and the rail, the interaction between the track slab and the bridge, and the interaction between the bridge and the track slab, respectively. These represent the stiffness sub-matrices for the interaction between the train and the rail, the interaction between the rail and the train, the interaction between the rail and the track slab, the interaction between the track slab and the rail, the interaction between the track slab and the bridge, and the interaction between the bridge and the track slab, respectively. These represent the deterministic excitation caused by the train's gravity and the stochastic excitation caused by the geometric irregularities of the track space, respectively.

[0042] This demonstrates the difference between deterministic excitation caused by train gravity and stochastic excitation caused by geometric irregularities in the track space. Together, they constitute the excitation terms of the train-track-bridge spatially coupled random vibration system. Based on the superposition principle of linear systems, the equations of motion for these two different types of excitations can be solved separately.

[0043] The system response under deterministic excitation caused by the train's gravity can be solved using general dynamic analysis methods, thereby obtaining the mean value of the system's random response. This is a conventional technique in the field and will not be elaborated upon here.

[0044] Considering the excitation and phase difference of track irregularities at multiple wheelset contact points, the random excitation caused by track spatial geometric irregularities is... Expressed as dimension, The mathematical model of a nonstationary modulated stochastic process with one excitation point is as follows:

[0045] ;

[0046] ;

[0047] ;

[0048] ;

[0049] ;

[0050] in To characterize An indicator matrix for the distribution of excitations in dimension. express Vectors of stationary random excitations at different phases at multiple points. Represents the slowly varying uniform modulation function matrix. These represent the phase differences between the first and second excitation points, the phase differences between the second and third excitation points, ..., the phase differences between the first and second excitation points, respectively. The phase difference between each excitation point and the first excitation point , Represents stochastic excitation caused by geometries irregularities in orbital space. power spectrum matrix of A zero-mean stationary random process.

[0051] In one embodiment, the implementation method of S2 includes: constructing a virtual excitation corresponding to the random excitation of track irregularity, obtaining the virtual response corresponding to each virtual excitation by solving the dynamic model of the train-track-bridge spatially coupled random vibration system under the virtual excitation, and then obtaining the power spectrum of the vehicle vibration response.

[0052] Specifically, S2 includes the following steps:

[0053] S2.1, Based on the train's operating speed, the spatial frequency power spectral density function of track irregularities... Convert to time-frequency power spectral density function The transformation relationship is as follows:

[0054] ;

[0055] ;

[0056] in Let be the time-frequency power spectral density function. Let be the spatial frequency power spectral density function. For train speed, Indicates time frequency. This refers to the spatial frequency.

[0057] According to the theory of random vibration, the self-power spectrum and cross-power spectrum of track irregularities and their first and second derivatives have the following relationship:

[0058] ;

[0059] ;

[0060] Stochastic excitation caused by orbital spatial geometry irregularities The term not only includes the irregularity of the trajectory itself, but also its first derivative term and second derivative term.

[0061] S2.2, based on time-frequency power spectral density function The random excitation caused by the geometric irregularities in orbital space is obtained. power spectrum matrix , If it is a Hermitian matrix, then It can be represented as:

[0062] ;

[0063] in, and The first The eigenvalues ​​and corresponding eigenvectors of order 1. , and They are respectively conjugate transpose and The transpose of .

[0064] S2.3, for the first Using the eigenvalues ​​and corresponding eigenvectors of order-1, construct the corresponding virtual excitation. :

[0065] ;

[0066] ;

[0067] ;

[0068] in To characterize An indicator matrix for the distribution of excitations in dimension. For the slowly varying uniform modulation function matrix, These represent the phase difference between the first virtual stimulus and the first virtual stimulus, the phase difference between the second virtual stimulus and the first virtual stimulus, ..., the phase difference between the first and second virtual stimuli, respectively. The phase difference between each virtual stimulus and the first virtual stimulus.

[0069] S2.4, each virtual stimulus As a deterministic input, it is substituted into the dynamic model of the train-track-bridge spatially coupled random vibration system for solution, yielding the virtual excitation. The deterministic response of a system under action, i.e., virtual response ;

[0070] S2.5, by superimposing and synthesizing all virtual responses, the power spectrum of the vehicle body vibration response of the spatially coupled random vibration system of train-track-bridge is obtained. :

[0071] ;

[0072] in Indicates virtual response The conjugate transpose of . Indicates virtual response The transpose of .

[0073] In S3, the random orbital irregularity spectrum is divided into sections according to the upper and lower cutoff wavelengths of different wavelengths at a set interval. Each wavelength component.

[0074] Under a certain train speed condition, the wavelength range between the upper and lower cutoff wavelengths of different wavelengths is divided into certain intervals. A portion, received Each wavelength component corresponds to a wavelength range. By inputting a random orbital irregularity spectrum within a certain wavelength range, the entire wavelength band can be represented. The first in wavelength range of each wavelength component The ride comfort index can be obtained in one go through the solution introduced later.

[0075] Specifically, in S4 of one embodiment, the comfort index corresponding to each wavelength component is calculated based on the vehicle body vibration response power spectrum, including the following steps:

[0076] S4.1, based on the relationship between frequency, wavelength, and train speed , will the The wavelength range corresponding to each wavelength component Convert to the corresponding time frequency range , For train speed, The vibration frequency of the vehicle body. They represent wavelengths respectively. The corresponding vehicle body vibration frequency and time frequency range It contains multiple frequency points;

[0077] S4.2, from the power spectrum of vehicle body vibration response Extracting frequency range various frequency points Corresponding frequency correction factor , Indicates the first The time frequency range corresponding to each wavelength component The first in Let the vibration frequency of the vehicle body be the i-th frequency. The time frequency range corresponding to each wavelength component There is The vibration frequency of the vehicle body, then ;

[0078] S4.3, based on the Sperling stationarity index calculation method, calculate the first... Wavelength components Corresponding ride comfort index .

[0079] This invention uses the Sperling stability index to evaluate the operational stability of locomotives and rolling stock. The time frequency range corresponding to each wavelength component The first in Vibration frequency of individual vehicle body Its corresponding stability index The calculation formula is:

[0080] ;

[0081] in, It is the first The time frequency range corresponding to each wavelength component The first in Vibration frequency of individual vehicle body The corresponding stability index; A is the vehicle body vibration acceleration (unit: g); For the first Individual vehicle body vibration frequency (unit: Hz); for The corresponding frequency correction factor.

[0082] Based on the The time frequency range corresponding to each wavelength component The stability index corresponding to all vehicle body vibration frequencies can be obtained from the first... Wavelength components Corresponding ride comfort index The calculation formula is:

[0083] ;

[0084] Furthermore, based on The ride comfort index corresponding to each wavelength component Full band can be obtained Corresponding ride comfort index The calculation formula is:

[0085] ;

[0086] in Representing the first wavelength component, the second wavelength component, ..., the third wavelength component, respectively. The ride comfort index corresponds to each wavelength component.

[0087] In one embodiment, S4 further includes S4.5, which identifies sensitive wavelengths across the entire wavelength band, including the following steps:

[0088] Based on the comfort index corresponding to each wavelength component, a stability index curve of the entire waveform is plotted, and the locations of all peaks and troughs in the stability index curve of the entire waveform are identified.

[0089] Determining the wavelength spacing between each peak and trough includes: in the stationarity index curve, traversing and sorting each peak in descending order of wavelength, and directly using the sorted number as the wavelength spacing between the corresponding peaks, where the first peak is numbered 1; in the full-band stationarity index curve, traversing and sorting each trough in descending order of wavelength, and directly using the sorted number as the wavelength spacing between the corresponding troughs, where the first trough is numbered 0.

[0090] The sensitive wavelengths corresponding to each peak and the sensitive wavelengths corresponding to each trough are calculated using the following formulas:

[0091] ;

[0092] in, For the first Each peak corresponds to a peak-sensitive wavelength. For the first The number of wavelength intervals corresponding to each wave peak. , For the first The peak sensitive wavelengths corresponding to each trough For the first The number of wavelength intervals corresponding to each trough , For train speed, The vibration frequency of the vehicle body. This refers to the center distance of the vehicle bogie.

[0093] In one embodiment, the specific setting method of the frequency correction coefficient in the locomotive and rolling stock stability index calculation formula is shown in Table 1:

[0094] Table 1. Frequency correction coefficient in the calculation formula of locomotive and rolling stock stability index

[0095]

[0096] The frequency correction factor represents the human body's sensitivity to different vibration frequencies. As shown in Table 1, the maximum weighted frequencies affecting vertical and lateral stability indices are 5.9 Hz and 5.4 Hz, respectively, while the influence of vertical vibration acceleration components above 20 Hz on vertical stability and the influence of lateral vibration acceleration components above 26 Hz on lateral stability are negligible.

[0097] In summary, based on the method provided by this invention, if the input wavelength range is... According to a certain interval Divided into If there are multiple portions, then only one calculation is needed to quickly obtain the result. Comfort indices at each wavelength component and sensitive wavelengths across the entire band. Furthermore, this invention solves the response power spectrum by performing harmonic response analysis only at discrete frequency points, avoiding integral calculations and simulations of random samples.

[0098] To demonstrate the effectiveness of the high-speed railway passenger comfort sensitive wavelength identification method proposed in this invention, specific examples are given below to further illustrate the effectiveness of this invention:

[0099] In this example, based on the high-speed railway ride comfort sensitive wavelength identification method proposed in this invention, and considering the random excitation effect of the ballastless track spectrum of Chinese high-speed railways, the comfort sensitive wavelengths at different train speeds are calculated. (Refer to...) Figure 2 The sensitive wavelength for vertical comfort at the center of the trailer body under the influence of the Chinese spectrum when the train runs at a speed of 300 km / h is given. Referring to Table 2, the definitions and conversion relationships of spatiotemporal frequencies are given:

[0100] Table 2 Definitions and Conversion Relationships of Spatial Frequency and Temporal Frequency

[0101]

[0102] After converting the spacetime frequency, it can be seen that Figure 2 The frequencies corresponding to the different wavelengths exhibiting peaks and troughs in the spectrum closely match the peak and trough vibration frequency distribution of the vertical acceleration power spectrum of the trailer body, such as... Figure 3The figure shows the peak and valley vibration frequency distribution of the vertical acceleration power spectrum of the trailer body when the train is running at a speed of 300 km / h under the action of the Chinese spectrum.

[0103] Figure 2 and Figure 3 This indicates that the distribution of the power spectrum of random track irregularities in the frequency space and the overlap and cancellation phenomena of multi-point excitation due to the phase difference between excitations (for the car body, i.e., the phase difference between bogies) have a significant impact on the random dynamic response of the coupled system. This, in effect, explains the mechanism by which random excitation affects passenger comfort.

[0104] To further analyze the comfort-sensitive wavelengths in other parts of the vehicle body, Figure 4 The results also provide a comparison between the center of the trailer body and other different points on the vehicle body. Figure 4 For details on the specific points represented by the parameters, please refer to [link / reference]. Figure 5 The horizontal position is divided into three columns: the aisle column represents the column near the aisle in the vehicle body, the window column represents the column near the window in the vehicle body, and the detection column represents the column for acceleration acquisition in the specification, represented by the symbols T, C, and J respectively; the vertical position is divided into seven points, including points T1 to T7, points C1 to C7, and points J1 to J7. From Figure 4 It can be observed that the vertical Sperling index at other points corresponding to the least sensitive wavelength at point T1 shows a trend of gradually increasing from T2 to T7. The reason for this is that when the vertical Sperling index at point T1 is at its minimum, meaning its buoyancy is relatively weak, its nodding motion is relatively intense. Based on the assumptions of the vehicle's multi-rigid-body dynamics model, the vertical Sperling index at the end of the car body (T7) should be greater than that at T1-T6, gradually increasing along the longitudinal direction of the car body, as shown by the dashed arrow in the figure. This confirms the conclusions. Similar phenomena also exist at different points on the train body under the influence of the Chinese spectrum, such as... Figure 6 As shown.

[0105] from Figure 4 and Figure 6 It is known that the train and trailer have different sensitive wavelengths in multiple bands. Even in the 1-5m wavelength range, where the overall comfort index is relatively good, different wavelengths have different effects, meaning there are optimal wavelengths within optimal ones. This allows for the provision of refined multi-band sensitive wavelengths, improving the management of track irregularities. Furthermore, the comfort-sensitive wavelength changes with the position of the car body. For example, the center of the car body (point T1) in the figure is the least sensitive wavelength, while the end of the car body (point T7) is a sensitive wavelength.

[0106] from Figure 4 and Figure 6It was also observed that, besides the significant impact of long-wave irregularities on comfort, within the medium-wave irregularity range, there were localized large peaks in comfort at different locations on the vehicle body. In this case, the irregularity range was approximately 12m-18m, corresponding to vibration frequencies of 4.6Hz-6.9Hz. This frequency range falls precisely within the sensitive frequency range for vertical human body vibration as defined in ISO 2631: 4Hz-8Hz. Figure 7 The figure shown is a graph showing the relationship between human fatigue time and vertical vibration frequency in ISO 2631.

[0107] If the wavelength ranges corresponding to the upper and lower cutoff wavelengths of different wavelengths are According to a certain interval Divided into A portion can be obtained quickly. Comfort indices for each wavelength component and sensitive wavelengths across the entire band, such as Figure 8 As shown. Figure 8 The area where the cumulative index rises rapidly, i.e., the area with a large slope, and Figure 6 The regions with medium-sensitive wavelengths largely overlap, and the analysis results are mutually verified.

[0108] In another embodiment, a high-speed railway passenger comfort sensitive wavelength recognition system is provided, comprising:

[0109] The dynamic model building module establishes a dynamic model of the spatially coupled random vibration system of train-track-bridge.

[0110] The response solving module is used to solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and to obtain the power spectrum of the vehicle body vibration response.

[0111] The partitioning module is used to divide the random orbital irregularity spectrum according to the upper and lower cutoff wavelengths of different wavelengths. Each wavelength component;

[0112] The identification and analysis module is used to calculate the comfort index corresponding to each of the M wavelength components based on the vehicle body vibration response power spectrum, and to identify the sensitive wavelengths across the entire band, thereby realizing the identification of ride comfort and sensitive wavelengths.

[0113] On the other hand, the present invention provides a computer device including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the high-speed railway passenger comfort sensitive wavelength identification method provided in any of the above embodiments. The computer device may be a server. The computer device includes a processor, a memory, a network interface, and a database connected via a system bus. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database of the computer device stores sample data. The network interface of the computer device is used for communication with external terminals via a network connection.

[0114] On the other hand, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the high-speed railway ride comfort sensitive wavelength identification method provided in any of the above embodiments.

[0115] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0116] Matters not covered in this invention are common knowledge.

[0117] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0118] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application.

[0119] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for identifying sensitive wavelengths of high-speed railway passenger comfort, characterized in that, include: S1. Establish a dynamic model of the spatially coupled random vibration system of train-track-bridge; S2, Solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and obtain the power spectrum of the vehicle body vibration response. The implementation method includes: constructing virtual excitations corresponding to random excitations of track irregularities, solving the dynamic model of the train-track-bridge spatially coupled random vibration system under virtual excitations, obtaining the virtual responses corresponding to each virtual excitation, and then obtaining the power spectrum of the vehicle body vibration response. S3 divides the random orbit irregularity spectrum into multiple wavelength components according to the upper and lower cutoff wavelengths of different wavelengths; S4. Based on the vehicle body vibration response power spectrum, calculate the comfort index corresponding to each wavelength component, and identify the sensitive wavelengths across the entire band to achieve the identification of ride comfort and sensitive wavelengths. This includes the following steps: Based on the comfort index corresponding to each wavelength component, a stability index curve of the entire waveform is plotted, and the locations of all peaks and troughs in the stability index curve of the entire waveform are identified. Determining the wavelength spacing between each peak and trough includes: in the stationarity index curve, traversing and sorting each peak in descending order of wavelength, and directly using the sorted number as the wavelength spacing between the corresponding peaks, where the first peak is numbered 1; in the full-band stationarity index curve, traversing and sorting each trough in descending order of wavelength, and directly using the sorted number as the wavelength spacing between the corresponding troughs, where the first trough is numbered 0. The sensitive wavelengths corresponding to each peak and each trough are calculated using the following formulas: in For the first Each peak corresponds to a peak-sensitive wavelength. For the first The number of wavelength intervals corresponding to each wave peak. , For the first The peak sensitive wavelengths corresponding to each trough For the first The number of wavelength intervals corresponding to each trough , For train speed, The vibration frequency of the vehicle body. This refers to the center distance of the vehicle bogie.

2. The method for identifying sensitive wavelengths of high-speed railway passenger comfort according to claim 1, characterized in that, In S1, a dynamic model of the spatially coupled random vibration system of train-track-bridge is established, in the following form: in These represent the mass matrices of the train, rails, track slabs, and bridge systems, respectively. These represent the displacement vectors of the train, rails, track slabs, and bridge system, respectively. These represent the velocity vectors of the train, rails, track slabs, and bridge system, respectively. These represent the acceleration vectors of the train, rails, track slabs, and bridge system, respectively. These represent the damping matrices for the train, rails, track slabs, and bridge systems, respectively. These represent the stiffness matrices of the train, rail, track slab, and bridge systems, respectively. These represent the damping sub-matrices for the interaction between the train and the rail, the interaction between the rail and the train, the interaction between the rail and the track slab, the interaction between the track slab and the rail, the interaction between the track slab and the bridge, and the interaction between the bridge and the track slab, respectively. These represent the stiffness sub-matrices for the interaction between the train and the rail, the interaction between the rail and the train, the interaction between the rail and the track slab, the interaction between the track slab and the rail, the interaction between the track slab and the bridge, and the interaction between the bridge and the track slab, respectively. These represent the deterministic excitation caused by the train's gravity and the stochastic excitation caused by the geometric irregularities of the track space, respectively.

3. The method for identifying sensitive wavelengths of high-speed railway passenger comfort according to claim 2, characterized in that, S2 includes the following steps: S2.1, Based on the train's operating speed, the spatial frequency power spectral density function of track irregularities... Convert to time-frequency power spectral density function ; S2.2, based on time-frequency power spectral density function The random excitation caused by the geometric irregularities in orbital space is obtained. power spectrum matrix , If it is a Hermitian matrix, then Represented as: ， in, and The first The eigenvalues ​​and corresponding eigenvectors of order 1. , and They are respectively conjugate transpose and transpose; S2.3, for the first Using the eigenvalues ​​and corresponding eigenvectors of order-1, construct the corresponding virtual excitation. ; S2.4, each virtual stimulus As a deterministic input, it is substituted into the dynamic model of the train-track-bridge spatially coupled random vibration system for solution, yielding the virtual excitation. The deterministic response of a system under action, i.e., virtual response ; S2.5, by superimposing and synthesizing all virtual responses, the power spectrum of the vehicle body vibration response of the spatially coupled random vibration system of train-track-bridge is obtained. .

4. The method for identifying sensitive wavelengths of high-speed railway passenger comfort according to claim 3, characterized in that, In S2.1, the spatial frequency power spectral density function of track irregularities With time-frequency power spectral density function The conversion relationship between them is: in Let be the time-frequency power spectral density function. Let be the spatial frequency power spectral density function. For train speed, Indicates time frequency. This refers to the spatial frequency.

5. The method for identifying sensitive wavelengths of high-speed railway passenger comfort according to claim 3, characterized in that, In S2.3, virtual incentives ,for: in To characterize An indicator matrix for the distribution of excitations in dimension. For the slowly varying uniform modulation function matrix, These represent the phase difference between the first virtual stimulus and the first virtual stimulus, the phase difference between the second virtual stimulus and the first virtual stimulus, ..., the phase difference between the first and second virtual stimuli, respectively. The phase difference between each virtual stimulus and the first virtual stimulus.

6. The method for identifying sensitive wavelengths of high-speed railway passenger comfort according to claim 3, 4, or 5, characterized in that, Based on the vehicle body vibration response power spectrum, the comfort index corresponding to each wavelength component is calculated, including: Based on the relationship between frequency, wavelength, and train speed , will the Each wavelength component range Convert to the corresponding time frequency range , For train speed, The vibration frequency of the vehicle body. They represent wavelengths respectively. The corresponding vehicle body vibration frequency; Power spectrum of vehicle body vibration response Extracting time frequency intervals The corresponding frequency correction factor; Based on the Sperling stationarity index calculation method, the calculation of the first... Ride comfort index corresponding to each wavelength component range And the overall waveform stability index .

7. A high-speed railway passenger comfort sensitive wavelength identification device, used to implement the high-speed railway passenger comfort sensitive wavelength identification method as described in any one of claims 1 to 5, characterized in that, include: The dynamic model building module establishes a dynamic model of the spatially coupled random vibration system of train-track-bridge. The response solving module is used to solve the dynamic response of the train-track-bridge spatially coupled random vibration system under random excitation of track irregularities, and to obtain the power spectrum of the vehicle body vibration response. The partitioning module is used to divide the random orbital irregularity spectrum according to the upper cutoff wavelength of different wavelengths. λ 0. Lower cutoff wavelength λ M Divide into M wavelength components; The identification and analysis module is used to calculate the comfort index corresponding to each of the M wavelength components based on the vehicle body vibration response power spectrum, and to identify the sensitive wavelengths across the entire band, thereby realizing the identification of ride comfort and sensitive wavelengths.

8. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the high-speed railway passenger comfort sensitive wavelength identification method as described in any one of claims 1 to 5.

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