Precision-instrument-based rail transit vibration reduction method, system, device, and medium

Abstract

The present application relates to the field of rail transit vibration reduction technology, and discloses a rail transit vibration reduction method, system, device and medium based on precision instruments. The method comprises: obtaining a vibration source intensity spectrum characteristic curve generated by a rail transit train running in a target section; obtaining an allowable vibration standard of a precision instrument to be protected at an installation position, and determining one or more sensitive frequency bands of the precision instrument; matching and comparing the vibration source intensity spectrum characteristic curve with the allowable vibration standard, identifying one or more coincidence risk frequency bands in which the vibration source intensity energy exceeds the allowable vibration standard in the sensitive frequency band; and selecting or optimizing parameters of a rail vibration reduction measure according to the coincidence risk frequency band. The present application accurately matches the rail transit vibration source intensity spectrum characteristic with the sensitive frequency band of the precision instrument, identifies the coincidence risk frequency band, and guides the selection of the vibration reduction measure and the optimization of the parameters according to the coincidence risk frequency band, thereby realizing the rail transit precision instrument vibration reduction design based on spectrum matching.

Description

Technical Field

[0001] This invention relates to the field of vibration reduction technology for rail transit, and in particular to a vibration reduction method, system, equipment and medium for rail transit based on precision instruments. Background Technology

[0002] With the rapid development of high-end industries such as semiconductor manufacturing, biomedicine, and precision optics, their requirements for micro-vibration environments have reached the nanometer or even sub-nanometer level. Precision instruments such as lithography machines and electron microscopes are extremely sensitive to environmental vibrations; vibrations exceeding permissible standards at any frequency will severely affect product yield and equipment lifespan. At the same time, urban rail transit networks are becoming increasingly dense, and lines inevitably pass close to or adjacent to these high-tech industrial parks.

[0003] Current vibration reduction design standards for rail transit primarily use human comfort as a metric, employing Z-level as the evaluation index. Z-level is a comprehensive value calculated by weighting the vibrations over a wide frequency band of 1-80Hz using a whole-body vibration Z-weighting factor, effectively reflecting human perception of vibration. However, this evaluation system is fundamentally mismatched with the needs of precision instruments: a vibration environment meeting Z-level standards may have energy levels significantly exceeding the instrument's permissible limits within a specific narrow frequency band (e.g., 4-8Hz), which happens to be one of the most sensitive frequency bands for precision instruments. Existing vibration reduction design methods cannot target the sensitive frequency bands of instruments, resulting in insufficient specificity and effectiveness of vibration reduction measures, and potentially even engineering waste due to inappropriate selection. Summary of the Invention

[0004] The main objective of this invention is to provide a method, system, device, and medium for vibration reduction in rail transit based on precision instruments, aiming to solve at least one of the aforementioned technical problems.

[0005] In a first aspect, embodiments of the present invention provide a vibration reduction method for rail transit based on precision instruments, comprising:

[0006] Obtain the intensity spectrum characteristic curve of the vibration source generated by rail transit trains running in the target section;

[0007] Obtain the permissible vibration standard of the precision instrument to be protected at its installation location, and determine one or more sensitive frequency bands of the precision instrument;

[0008] The vibration source intensity spectrum characteristic curve is matched and compared with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency band where the vibration source intensity energy exceeds the permissible vibration standard.

[0009] The selection or parameter optimization of track vibration reduction measures should be carried out based on the overlapping risk frequency bands.

[0010] In some embodiments, obtaining the intensity spectrum characteristic curve of the vibration source generated by the rail transit train running in the target section includes:

[0011] A vehicle-track-tunnel-soil coupled system model is constructed, and the vibration response spectrum of the vibration source inside the tunnel is obtained by solving the vehicle-track-tunnel-soil coupled system model;

[0012] The vibration intensity spectrum characteristic curve of the rail transit train running in the target section is obtained based on the vibration response spectrum of the vibration source in the tunnel.

[0013] In some embodiments, constructing a vehicle-track-tunnel-soil coupled system model and solving the vehicle-track-tunnel-soil coupled system model to obtain the vibration response spectrum of the vibration source inside the tunnel includes:

[0014] Construct a train dynamics model based on the parameters of the train dynamics model;

[0015] Construct a track-fastener system model based on the track structure design parameters;

[0016] A tunnel model was constructed using the 2.5D finite element method.

[0017] A soil model is constructed based on the 2.5D basic solution method;

[0018] Based on the coupling of the train dynamics model, track-fastener system model, tunnel model and soil model, a vehicle-track-tunnel-soil coupled system model is obtained;

[0019] Solve the vehicle-track-tunnel-soil coupled system model to obtain the vibration acceleration spectrum of the vibration source inside the rail transit tunnel;

[0020] The vibration response spectrum of the vibration source inside the tunnel is obtained based on the vibration acceleration spectrum of the vibration source inside the rail transit tunnel.

[0021] In some embodiments, the process of obtaining a vehicle-track-tunnel-soil coupled system model by coupling the train dynamics model, the track-fastener system model, the tunnel model, and the soil model includes:

[0022] Based on the wheel-rail contact relationship, the force balance condition at the fastener, and the displacement continuity and force balance condition at the tunnel-soil boundary, the train dynamics model, the track-fastener system model, the tunnel model, and the soil model are coupled to obtain the vehicle-track-tunnel-soil coupled system model.

[0023] In some embodiments, obtaining the permissible vibration standard of the precision instrument to be protected at its installation location includes:

[0024] Obtain the vibration limit curve corresponding to the precision instrument to be protected, expressed in terms of effective velocity or effective acceleration values ​​in a 1 / 3 octave band frequency band;

[0025] The vibration limit curve is used as the permissible vibration standard.

[0026] In some embodiments, the selection or parameter optimization of track vibration reduction measures based on the overlapping risk frequency band includes:

[0027] From vibration damping fasteners, elastic sleepers, vibration damping pad track bed, floating slab track bed, and tuned mass-inertia vibration dampers, the target vibration reduction measure scheme with the best vibration reduction effect in the overlapping risk frequency band is selected based on the vibration reduction characteristic curve of the track vibration reduction measures.

[0028] or,

[0029] Select a target vibration reduction measure scheme and optimize and adjust the parameters of the target vibration reduction measure scheme so that the vibration reduction peak frequency matches the overlapping risk frequency band.

[0030] In some embodiments, selecting a target vibration reduction measure and optimizing the parameters of the target vibration reduction measure to make the vibration reduction peak frequency match the overlapping risk frequency band includes:

[0031] Select a target vibration reduction measure scheme; wherein, the target vibration reduction measure scheme adopts a vibration isolation structure with a tuned mass-inertia damper;

[0032] Adjust the mass block mass, flywheel moment of inertia, hinged link transmission ratio, and steel spring stiffness of the tuned mass-inertia damper to make the anti-resonance frequency of the tuned mass-inertia damper consistent with the overlapping risk frequency band, so as to directionally absorb the vibration energy of the overlapping risk frequency band.

[0033] Secondly, embodiments of the present invention provide a rail transit vibration reduction system based on precision instruments, comprising:

[0034] The source intensity spectrum acquisition module is used to acquire the vibration source intensity spectrum characteristic curve generated by rail transit trains running in the target section;

[0035] The instrument standard acquisition module is used to acquire the permissible vibration standard of the precision instrument to be protected at the installation location, and to determine one or more sensitive frequency bands of the precision instrument.

[0036] The spectrum matching analysis module is used to match and compare the intensity spectrum characteristic curve of the vibration source with the permissible vibration standard, and identify one or more overlapping risk frequency bands in which the intensity energy of the vibration source exceeds the permissible vibration standard in the sensitive frequency band.

[0037] The vibration reduction design module is used to select and / or optimize the parameters of track vibration reduction measures based on the overlapping risk frequency bands.

[0038] Thirdly, embodiments of the present invention provide an electronic device, including:

[0039] One or more processors;

[0040] Memory, used to store one or more programs;

[0041] When the one or more programs are executed by the one or more processors, the one or more processors implement any of the methods described above.

[0042] Fourthly, embodiments of the present invention provide a computer-readable medium on which a computer program is stored, the computer program being executed by a processor to implement the steps of any of the methods described above.

[0043] This invention provides a vibration reduction method for rail transit based on precision instruments, comprising: acquiring the spectral characteristic curve of the vibration source intensity generated by a rail transit train running in a target section; acquiring the permissible vibration standard of the precision instrument to be protected at its installation location, and determining one or more sensitive frequency bands of the precision instrument; matching and comparing the spectral characteristic curve of the vibration source intensity with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency bands where the vibration source intensity energy exceeds the permissible vibration standard; and selecting or optimizing track vibration reduction measures based on the overlapping risk frequency bands. In this invention, the spectral characteristic of the rail transit vibration source intensity is accurately matched with the sensitive frequency bands of the precision instrument to identify overlapping risk frequency bands, and the selection and optimization of vibration reduction measures are guided based on these overlapping risk frequency bands. This achieves vibration reduction design for rail transit precision instruments based on spectral matching, thereby solving the problem of mismatch between vibration reduction measures and instrument sensitive frequency bands caused by using Z-level as a single indicator in related technologies. Attached Figure Description

[0044] Figure 1 A schematic flowchart of a vibration reduction method for rail transit based on precision instruments provided in an embodiment of the present invention;

[0045] Figure 2 This is a flowchart illustrating an optional specific implementation method of the present invention.

[0046] Figure 3 This is a schematic diagram comparing the intensity spectrum characteristic curve of the vibration source with the instrument's permissible vibration standard in the embodiment of the present invention.

[0047] Figure 4 A structural block diagram of a rail transit vibration reduction system based on precision instruments is provided for an embodiment of the present invention;

[0048] Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention.

[0049] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0050] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0051] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0052] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0053] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0054] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0055] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0056] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a vibration reduction method for rail transit based on precision instruments. Figure 1 This is a flowchart illustrating a vibration reduction method for rail transit based on precision instruments, provided as an embodiment of the present invention.

[0057] As an embodiment of the present invention, such as Figure 1 As shown, the vibration reduction method for rail transit based on precision instruments includes:

[0058] Step S100: Obtain the intensity spectrum characteristic curve of the vibration source generated by the rail transit train running in the target section;

[0059] Step S200: Obtain the permissible vibration standard of the precision instrument to be protected at the installation location, and determine one or more sensitive frequency bands of the precision instrument;

[0060] Step S300: Match and compare the intensity spectrum characteristic curve of the vibration source with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency band where the intensity energy of the vibration source exceeds the permissible vibration standard;

[0061] Step S400: Select or optimize track vibration reduction measures based on the overlapping risk frequency bands.

[0062] It should be noted that the execution subject in this embodiment can be an electronic device, which can be a computer device with data processing function, or other devices that can achieve the same or similar functions. This embodiment does not limit this. In this embodiment, a computer device is used as an example for explanation.

[0063] Specifically, the vibration reduction method for rail transit based on precision instruments provided in this embodiment can accurately match the intensity spectrum characteristics of rail transit vibration sources with the sensitive frequency bands of precision instruments, and guide the selection of vibration reduction measures and parameter optimization design accordingly. This realizes vibration reduction design for rail transit precision instruments based on spectrum matching, and solves the problem of mismatch between vibration reduction measures and instrument sensitive frequency bands caused by using Z-level as a single indicator in related technologies.

[0064] For example, this embodiment of the method includes: acquiring the vibration source intensity spectrum characteristic curve generated by a rail transit train running in a target section; acquiring the permissible vibration standard of the precision instrument to be protected at its installation location, and determining one or more sensitive frequency bands of the precision instrument; matching and comparing the vibration source intensity spectrum characteristic curve with the permissible vibration standard of the precision instrument to identify one or more overlapping risk frequency bands where the vibration source intensity energy exceeds the permissible vibration standard; and selecting and / or optimizing the parameters of track vibration reduction measures for the overlapping risk frequency bands so that the vibration reduction measures provide a preset vibration reduction effect within the overlapping risk frequency bands. The specific steps are described below.

[0065] In some embodiments, obtaining the vibration source intensity spectrum characteristic curve generated by a rail transit train running in a target section includes: constructing a vehicle-track-tunnel-soil coupled system model, solving the vehicle-track-tunnel-soil coupled system model to obtain the vibration response spectrum of the vibration source in the tunnel; and obtaining the vibration source intensity spectrum characteristic curve generated by the rail transit train running in the target section based on the vibration response spectrum of the vibration source in the tunnel.

[0066] Specifically, such as Figure 2 As shown, the intensity spectrum characteristic curve of the vibration source is obtained. The core of this step is to obtain the precise spectral distribution of the vibration generated on the tunnel wall or track foundation when a rail transit train passes through the target section. Unlike the Z-level index, which only focuses on the total energy, the spectral characteristic curve used in this embodiment can show the detailed distribution of vibration energy with frequency.

[0067] For example, obtaining the intensity spectrum characteristic curve of the vibration source generated by a rail transit train running in a target section includes: constructing a vehicle-track-tunnel-soil coupled system model and solving for the vibration response spectrum of the vibration source in the tunnel; or constructing a vehicle-track-fastener dynamic model and calculating the excitation spectrum of the fastener action based on the vehicle-track-fastener dynamic model. This embodiment uses the vehicle-track-tunnel-soil coupled system model as an example for illustration.

[0068] In some embodiments, a vehicle-track-tunnel-soil coupled system model is constructed, and the vibration response spectrum of the vibration source inside the tunnel is obtained by solving the vehicle-track-tunnel-soil coupled system model. This includes: constructing a train dynamics model based on train dynamics model parameters; constructing a track-fastener system model based on track structure design parameters; constructing a tunnel model based on the 2.5D finite element method; constructing a soil model based on the 2.5D basic solution method; coupling the vehicle-track-tunnel-soil coupled system model, the track-fastener system model, the tunnel model, and the soil model to obtain the vehicle-track-tunnel-soil coupled system model; solving the vehicle-track-tunnel-soil coupled system model to obtain the vibration acceleration spectrum of the vibration source inside the rail transit tunnel; and obtaining the vibration response spectrum of the vibration source inside the tunnel based on the vibration acceleration spectrum of the vibration source inside the rail transit tunnel.

[0069] In some embodiments, a vehicle-track-tunnel-soil coupled system model is obtained by coupling the train dynamics model, the track-fastener system model, the tunnel model, and the soil model. This includes coupling the train dynamics model, the track-fastener system model, the tunnel model, and the soil model based on the wheel-rail contact relationship, the force balance condition at the fastener, and the displacement continuity and force balance condition at the tunnel-soil boundary.

[0070] Specifically, a vehicle-track-tunnel-soil coupled system model can be used to obtain the vibration response spectrum of the vibration source inside the tunnel. A dynamic model is constructed based on the train dynamics model parameters; a track-fastener system model is constructed based on the track structure design parameters; a tunnel model is constructed using the 2.5D finite element method; a soil model is constructed using the 2.5D basic solution method; the dynamic model, track-fastener system model, tunnel model, and soil model are coupled into a vehicle-track-tunnel-soil coupled system model; the coupled system model is solved to obtain the vibration acceleration spectrum of the tunnel wall or track foundation.

[0071] For example, train dynamics model parameters are obtained, including the car body mass, bogie mass, wheelset mass, moment of inertia, and stiffness and damping parameters of each suspension system of the locomotive and trailer, to construct a multi-degree-of-freedom train dynamics model; track structure design parameters are obtained, including the rail elastic modulus, moment of inertia, mass per unit length, fastener stiffness and damping, etc., to construct a track-fastener system model based on a viscoelastic support Euler beam; based on the line design drawings and geological survey data, the tunnel segments, track bed, and other structures are modeled using the 2.5D finite element method, and the soil around the tunnel is efficiently modeled using the 2.5D basic solution method. The above subsystem models are coupled through wheel-rail contact relationship, force balance conditions at fasteners, and displacement continuity and force balance conditions at the tunnel-soil boundary to form a vehicle-track-tunnel-soil coupled system model. Solving this coupled model yields the vibration acceleration spectrum curve of the vibration source inside the rail transit tunnel, i.e., the vibration source intensity spectrum characteristic curve (vibration response spectrum of the vibration source inside the tunnel).

[0072] In one example, the vehicle-track-tunnel-soil coupled system model: A typical subway train can be considered as a series of identical four-axle vehicles, each containing one car body, two bogies, four wheelsets, four primary suspension systems, and two secondary suspension systems. Based on d'Alembert's principle, the dynamic equations of the train subsystem can be established as follows:

[0073]

[0074] Among them, M v C vand K v These are the mass, damping, and stiffness matrices of the train, respectively; U v , and These are the displacement, velocity, and acceleration vectors of the train, respectively; F vs This is the vector of the wheel-rail interaction force acting on the train.

[0075] For example, considering the influence of tunnel vibration and soil elastic support on track vibration, this embodiment uses a three-layer elastic foundation beam FEM model to simulate the track-tunnel-soil system. The rails, track slabs, and tunnel are simulated using Euler beams; the elastic support of fasteners, elastic cushion layers, and soil is simulated using discrete support spring-damper elements. Finally, based on the direct stiffness method, the dynamic equations of the track-tunnel-soil subsystem can be established as follows:

[0076]

[0077] Among them, M s C s and K s These are the mass, damping, and stiffness matrices of the track-tunnel-soil subsystem, respectively; U s , and These are the displacement, velocity, and acceleration vectors of the track-tunnel-soil subsystem, respectively; F sv This is the vector of wheel-rail interaction forces acting on the track-tunnel-soil subsystem.

[0078] For example, based on the linear wheel-rail Hertzian contact model, by simultaneously solving the vehicle dynamic equations (the dynamic equations of the train subsystem mentioned above) and the track-tunnel-soil dynamic equations (the dynamic equations of the track-tunnel-soil subsystem mentioned above), the coupled time-varying dynamic equations of the vehicle-track-tunnel-soil system can be established as follows:

[0079]

[0080] Among them, K vs and K sv The coupled portion of the system stiffness matrix represents the coupled interaction between the vehicle subsystem and the track-tunnel-soil subsystem; F v and F s This represents the force vector of the two subsystems caused by the vehicle's gravity and track irregularities.

[0081] Specifically, for structural dynamic response problems caused by moving mass, the solution methods can include the direct coupling method (LCM) and the separate iteration method (SCM). For example, LCM independently solves the dynamic equations of two subsystems (the train subsystem and the track-tunnel-soil subsystem), and through iterative calculations, ensures that the two subsystems satisfy the force balance and displacement compatibility conditions at the wheel-rail contact point. SCM, by forming and solving the overall dynamic equations of the system at each time step, avoids the time integration step size limitation and has higher computational efficiency. This embodiment can choose the separate iteration method (SCM) for the solution.

[0082] In some embodiments, obtaining the permissible vibration standard of the precision instrument to be protected at its installation location includes: obtaining a vibration limit curve for the precision instrument to be protected, expressed in terms of effective velocity or effective acceleration values ​​in a 1 / 3 octave band; and using the vibration limit curve as the permissible vibration standard.

[0083] Specifically, such as Figure 2 As shown, the permissible vibration standards and sensitive frequency bands of precision instruments are determined.

[0084] For example, the permissible vibration standard for the precision instrument to be protected is obtained. This permissible vibration standard can be a vibration limit curve provided by the instrument manufacturer, expressed as effective values ​​of velocity or acceleration in a 1 / 3 octave band. This permissible vibration standard is typically provided by the instrument manufacturer in the form of a VC permissible vibration standard curve or a custom standard, expressed as effective values ​​of velocity in a 1 / 3 octave band as a function of frequency. Through this permissible vibration standard curve, one or more sensitive frequency bands of the precision instrument can be clearly identified—that is, the frequency bands with the lowest permissible limits and the highest sensitivity to vibration, typically in the low-frequency range.

[0085] In some embodiments, the intensity spectrum characteristic curve of the vibration source is matched and compared with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency band where the intensity energy of the vibration source exceeds the permissible vibration standard.

[0086] Specifically, such as Figure 2 As shown, spectrum matching and comparison are used to identify overlapping risk frequency bands.

[0087] For example, such as Figure 3 As shown, the obtained vibration source intensity spectral characteristic curve and the obtained instrument allowable vibration standard curve are plotted and compared on the same coordinate system. In the graph where the horizontal axis is frequency and the vertical axis is vibration amplitude, it is possible to visually observe which frequency bands the source intensity curve exceeds the allowable standard curve. These frequency bands where the source intensity curve exceeds the allowable standard are the overlapping risk frequency bands, which are the frequency ranges that require key control.

[0088] In one example, the precision lithography machine in a semiconductor factory has an extremely low permissible vibration velocity in the 6.3 to 10 Hz frequency band. However, when a subway line passes through this section, due to geological conditions and track vibration reduction characteristics, the vibration energy of its tunnel wall happens to have a peak in the 6.3 to 10 Hz frequency band. Therefore, 6.3 to 10 Hz is the overlapping risk frequency band.

[0089] In some embodiments, the selection or parameter optimization of track vibration reduction measures based on the overlapping risk frequency band includes: selecting a target vibration reduction measure scheme with the best vibration reduction effect in the overlapping risk frequency band from vibration reduction fasteners, elastic sleepers, vibration reduction pad track beds, floating slab track beds, and tuned mass-inertia vibration dampers, based on the vibration reduction characteristic curve of the track vibration reduction measures; or, selecting a target vibration reduction measure scheme and optimizing and adjusting the parameters of the target vibration reduction measure scheme so that the vibration reduction peak frequency matches the overlapping risk frequency band.

[0090] In some embodiments, selecting a target vibration reduction measure scheme and optimizing the parameters of the target vibration reduction measure scheme to make the vibration reduction peak frequency match the overlapping risk frequency band includes: selecting a target vibration reduction measure scheme; wherein the target vibration reduction measure scheme adopts a vibration isolation structure with a tuned mass-inertial-capacitance damper; adjusting the mass block mass, flywheel moment of inertia, hinged link transmission ratio, and steel spring stiffness of the tuned mass-inertial-capacitance damper so that the anti-resonance frequency of the tuned mass-inertial-capacitance damper is consistent with the overlapping risk frequency band, so as to directionally absorb the vibration energy of the overlapping risk frequency band.

[0091] Specifically, the selection and / or parameter optimization of track vibration reduction measures for overlapping risk frequency bands may include: selecting the scheme with the best vibration reduction effect in the overlapping risk frequency band based on the vibration reduction characteristic curves of each measure, such as vibration reduction fasteners, elastic sleepers, vibration reduction pad track bed, floating slab track bed, and tuned mass-inertia vibration dampers; or optimizing and adjusting the parameters of the selected measures so that their vibration reduction peak frequency matches that of the overlapping risk frequency band.

[0092] For example, when using a vibration isolation structure with a tuned mass-inertia damper, the anti-resonance frequency of the tuned mass-inertia damper is made consistent with the coincident risk frequency band by adjusting the mass block mass, flywheel moment of inertia, hinged link transmission ratio and steel spring stiffness of the tuned mass-inertia damper, so as to absorb the vibration energy of that frequency band in a directional manner.

[0093] Specifically, such as Figure 2 As shown, this embodiment describes the spectrum-targeted vibration reduction design, including the selection and parameter optimization of vibration reduction measures. The design focuses on spectrum-targeted vibration reduction measures for overlapping risk frequency bands. After identifying the overlapping risk frequency bands, the selection and parameter optimization of vibration reduction measures are performed. Unlike simply selecting measures with higher vibration reduction levels in general, this method is spectrum-targeted.

[0094] For example, a database of transmitted loss or insertion loss spectral characteristics for various vibration reduction measures is established. When selecting vibration reduction measures, priority is given to the vibration reduction measures with the best vibration reduction effect in the overlapping risk frequency band.

[0095] In one example, if existing mature solutions cannot meet the requirements, parameter optimization design can be performed. For instance, a vibration isolation structure with a tuned mass-capacitance damper can be used. This structure forms a single-stage vibration isolation system through vertical vibration isolation supports and integrates the tuned mass-capacitance damper. During parameter optimization, the mass, flywheel moment of inertia, transmission ratio, and spring stiffness of the tuned mass-capacitance damper can be precisely designed to ensure that its natural frequency matches the coincident risk frequency band, thereby generating an anti-resonance effect. This efficiently transfers and dissipates the vibration energy of the main system in that frequency band, achieving precise targeted vibration reduction.

[0096] In this embodiment, the above steps achieve customized vibration reduction design guided by the needs of precision instruments. This embodiment innovatively breaks through the existing design paradigm that uses Z-level as a single indicator, constructing an analysis method based on matching the strong spectral characteristics of the vibration source with the sensitive frequency bands of the precision instrument. This embodiment accurately identifies the risk frequency bands that need priority control by directly comparing the refined spectrum of the vibration source with the allowable vibration curve of the instrument, realizing a shift from broadband comprehensive evaluation to spectrum-targeted precise design. This method ensures that the selection and parameter design of vibration reduction measures directly target the core problem frequency bands, significantly improving the pertinence and effectiveness of vibration reduction, avoiding the dilemma of traditional methods meeting standards but not being suitable for precision instruments, and also helping to save engineering costs.

[0097] This embodiment provides a vibration reduction method for rail transit based on precision instruments, including: acquiring the spectral characteristic curve of the vibration source intensity generated by a rail transit train running in a target section; acquiring the permissible vibration standard of the precision instrument to be protected at its installation location, and determining one or more sensitive frequency bands of the precision instrument; matching and comparing the spectral characteristic curve of the vibration source intensity with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency bands where the vibration source intensity energy exceeds the permissible vibration standard; and selecting or optimizing the parameters of track vibration reduction measures based on the overlapping risk frequency bands. In this embodiment, the spectral characteristic of the rail transit vibration source intensity is accurately matched with the sensitive frequency bands of the precision instrument to identify overlapping risk frequency bands, and the selection and parameter optimization of vibration reduction measures are guided by the overlapping risk frequency bands, realizing vibration reduction design for rail transit precision instruments based on spectral matching, thereby solving the problem of mismatch between vibration reduction measures and instrument sensitive frequency bands caused by using Z-level as a single indicator in related technologies.

[0098] Reference Figure 4 , Figure 4 This is a structural block diagram of an embodiment of the rail transit vibration reduction system based on precision instruments according to the present invention. Figure 4 As shown, the rail transit vibration reduction system based on precision instruments includes:

[0099] The source intensity spectrum acquisition module 10 is used to acquire the vibration source intensity spectrum characteristic curve generated by the rail transit train running in the target section.

[0100] The instrument standard acquisition module 20 is used to acquire the permissible vibration standard of the precision instrument to be protected at the installation position and determine one or more sensitive frequency bands of the precision instrument.

[0101] The spectrum matching analysis module 30 is used to match and compare the vibration source intensity spectrum characteristic curve with the permissible vibration standard, and identify one or more overlapping risk frequency bands in the sensitive frequency band where the vibration source intensity energy exceeds the permissible vibration standard.

[0102] The vibration reduction design module 40 is used to select and / or optimize the parameters of track vibration reduction measures based on the overlapping risk frequency bands.

[0103] Specifically, the rail transit vibration reduction system based on precision instruments provided in this embodiment realizes the vibration reduction design of rail transit precision instruments based on spectrum matching, and may include: a source intensity spectrum acquisition module, used to acquire the vibration source intensity spectrum characteristic curve generated by the rail transit train running in the target section; an instrument standard acquisition module, used to acquire the allowable vibration standard and its sensitive frequency band of the precision instrument to be protected at its installation location; a spectrum matching analysis module, used to match and compare the vibration source intensity spectrum characteristic curve with the allowable vibration standard to identify overlapping risk frequency bands; and a vibration reduction measure design module, used to select and / or optimize the parameters of track vibration reduction measures for overlapping risk frequency bands.

[0104] The rail transit vibration reduction system based on precision instruments provided in this embodiment accurately matches the intensity spectrum characteristics of rail transit vibration sources with the sensitive frequency bands of precision instruments, identifies overlapping risk frequency bands, and guides the selection and parameter optimization of vibration reduction measures based on overlapping risk frequency bands. This realizes the vibration reduction design of rail transit precision instruments based on spectrum matching, thereby solving the problems of mismatch between vibration reduction measures and instrument sensitive frequency bands caused by using Z-level as a single indicator in related technologies.

[0105] It should be noted that technical details not described in detail in this embodiment of the precision instrument-based rail transit vibration reduction system can be found in any embodiment of the present invention applied to the precision instrument-based rail transit vibration reduction method as described above, and will not be repeated here.

[0106] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 5As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the precision instrument-based rail transit vibration reduction methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0107] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0108] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0109] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0110] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps in any of the precision instrument-based rail transit vibration reduction methods described in the above embodiments. The computer-readable storage medium can be volatile or non-volatile.

[0111] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described vibration reduction method for rail transit based on precision instruments.

[0112] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0113] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0114] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0115] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0116] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0117] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0118] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0119] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0120] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0121] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A vibration reduction method for precision instruments in rail transit, characterized in that, include: Obtain the intensity spectrum characteristic curve of the vibration source generated by rail transit trains running in the target section; Obtain the permissible vibration standard of the precision instrument to be protected at its installation location, and determine one or more sensitive frequency bands of the precision instrument; The vibration source intensity spectrum characteristic curve is matched and compared with the permissible vibration standard to identify one or more overlapping risk frequency bands in the sensitive frequency band where the vibration source intensity energy exceeds the permissible vibration standard. The selection or parameter optimization of track vibration reduction measures should be carried out based on the overlapping risk frequency bands.

2. The method as described in claim 1, characterized in that, The acquisition of the vibration source intensity spectrum characteristic curve generated by the rail transit train running in the target section includes: A vehicle-track-tunnel-soil coupled system model is constructed, and the vibration response spectrum of the vibration source inside the tunnel is obtained by solving the vehicle-track-tunnel-soil coupled system model; The vibration intensity spectrum characteristic curve of the rail transit train running in the target section is obtained based on the vibration response spectrum of the vibration source in the tunnel.

3. The method as described in claim 2, characterized in that, The construction of the vehicle-track-tunnel-soil coupled system model and the solution of the vehicle-track-tunnel-soil coupled system model to obtain the vibration response spectrum of the vibration source inside the tunnel include: Construct a train dynamics model based on the parameters of the train dynamics model; Construct a track-fastener system model based on the track structure design parameters; A tunnel model was constructed using the 2.5D finite element method. A soil model is constructed based on the 2.5D basic solution method; Based on the coupling of the train dynamics model, track-fastener system model, tunnel model and soil model, a vehicle-track-tunnel-soil coupled system model is obtained; Solve the vehicle-track-tunnel-soil coupled system model to obtain the vibration acceleration spectrum of the vibration source inside the rail transit tunnel; The vibration response spectrum of the vibration source inside the tunnel is obtained based on the vibration acceleration spectrum of the vibration source inside the rail transit tunnel.

4. The method as described in claim 3, characterized in that, The vehicle-track-tunnel-soil coupled system model, obtained by coupling the train dynamics model, track-fastener system model, tunnel model, and soil model, includes: Based on the wheel-rail contact relationship, the force balance condition at the fastener, and the displacement continuity and force balance condition at the tunnel-soil boundary, the train dynamics model, the track-fastener system model, the tunnel model, and the soil model are coupled to obtain the vehicle-track-tunnel-soil coupled system model.

5. The method as described in claim 1, characterized in that, The permissible vibration standard for the precision instrument to be protected at its installation location includes: Obtain the vibration limit curve corresponding to the precision instrument to be protected, expressed in terms of effective velocity or effective acceleration values ​​in a 1 / 3 octave band frequency band; The vibration limit curve is used as the permissible vibration standard.

6. The method according to any one of claims 1 to 5, characterized in that, The selection or parameter optimization of track vibration reduction measures based on the overlapping risk frequency band includes: From vibration damping fasteners, elastic sleepers, vibration damping pad track bed, floating slab track bed, and tuned mass-inertia vibration dampers, the target vibration reduction measure scheme with the best vibration reduction effect in the overlapping risk frequency band is selected based on the vibration reduction characteristic curve of the track vibration reduction measures. or, Select a target vibration reduction measure scheme and optimize and adjust the parameters of the target vibration reduction measure scheme so that the vibration reduction peak frequency matches the overlapping risk frequency band.

7. The method as described in claim 6, characterized in that, The process of selecting a target vibration reduction measure and optimizing its parameters to ensure that the peak vibration reduction frequency matches the overlapping risk frequency band includes: Select a target vibration reduction measure scheme; wherein, the target vibration reduction measure scheme adopts a vibration isolation structure with a tuned mass-inertia damper; Adjust the mass block mass, flywheel moment of inertia, hinged link transmission ratio, and steel spring stiffness of the tuned mass-inertia damper to make the anti-resonance frequency of the tuned mass-inertia damper consistent with the overlapping risk frequency band, so as to directionally absorb the vibration energy of the overlapping risk frequency band.

8. A vibration reduction system for precision instruments in rail transit, characterized in that, include: The source intensity spectrum acquisition module is used to acquire the vibration source intensity spectrum characteristic curve generated by rail transit trains running in the target section; The instrument standard acquisition module is used to acquire the permissible vibration standard of the precision instrument to be protected at the installation location, and to determine one or more sensitive frequency bands of the precision instrument. The spectrum matching analysis module is used to match and compare the intensity spectrum characteristic curve of the vibration source with the permissible vibration standard, and identify one or more overlapping risk frequency bands in which the intensity energy of the vibration source exceeds the permissible vibration standard in the sensitive frequency band. The vibration reduction design module is used to select and / or optimize the parameters of track vibration reduction measures based on the overlapping risk frequency bands.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 7.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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