光纤传感轨道状态监测的研究与应用
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摘要
作为国家重大生命线工程系统,轨道交通的运行安全对保障国家公共安全、维持社会稳定、促进国民经济发展都至关重要,轨道交通工程结构的运行安全和可持续发展已成为了迫切的国家重大战略需求。面向轨道结构工程健康状况实时监测与预警技术是保证运输安全的有效手段。然而,由于我国幅员辽阔,轨道交通线路跨越区域广、使用环境多变,相比世界其他国家对检测技术的有更多的要求,另外传统电类检测在复杂环境下长期使用易损坏或发生零点漂移等现象,并且电类传感器的信号传输距离近,不易组成大规模的传感网络,将其用于轨道状态的实时监测将存在着难以克服的理论和技术方面瓶颈。光纤光栅传感技术的不断发展为解决该难题提供了有效的途径,但是目前我国尚缺乏面向光纤传感轨道结构状态监测全面地、系统地研究,特别是面向高速无砟轨道结构状态的光纤传感监测研究更加匮乏。
针对上述问题,本文利用光纤传感技术、监测技术和轨道工程技术的交叉优势,依据轨道动力学分析的结果,研制轨道结构状态监测的传感装置,构建适合轨道结构状态实时监测的光纤光栅传感网络体系,研究了光纤传感闭塞系统、超偏载及车轮损伤识别系统以及无砟轨道多参量监测系统的工程化实现,相关研究成果在铁路线路得到了应用,本文的主要研究如下：
(1)依据车辆结构特征建立了车辆模型；轨道模型选用了连续弹性离散点支承梁轨道模型。传统有限元分析方法求解过程中若没有足够的约束条件,无法进行分析求解,针对这一问题,研究基于向量式结构和固体力学理论提出的新的结构分析方法-向量式有限元法,该方法能避免刚度矩阵方程的求解,原理简单,易于编程实现,将向量式有限元法引入到了轨道的数值分析之中,结合赫兹非线性弹性接触理论将车辆和轨道数值模拟统一了起来。利用该分析方法,分别从轨道结构在不同载重和速度的车辆的作用下,对钢轨垂向应变的规律进行数值模拟,模拟的结果显示,在轴重为40吨的重载车辆的作用下,钢轨轴向应变的最大变化幅度为382.6με,在轻为2吨的工程车的作用下,钢轨应变的最大幅度为19.1με,在车辆以速度为350km/h驶过时,信号的3dB宽度约为6ms。这些结果将会为传感元件的分辨率、量程,以及传感监测仪表的采样频率的设计提供直接依据。
(2)在分析光纤Bragg光栅(Fiber Bragg Grating,简称FBG)传感原理的基础上,分析了CFBG的传感原理,并设计了一种基于光纤啁啾光栅(Chirped Fiber Bragg Grating,简称CFBG)的传感解调方法,该方法采用的是强度型传感检测方式,这样可以不采用昂贵的F-P腔,能够有效的降低设计难度和制作成本。光电探测器可以实现高速的转换,从而使光强型解调系统能够具备比波长型更高的解调速度。基于CFBG传感解调方法可以作为FBG传感检测方法的一种补充和完善。
(3)分别针对轮轨垂向力,钢轨温度力以及轨道结构间位移,分析了各自监测的必要性,依据不同的需求,设计了对应的传感结构,着重设计了轨道结构状态监测中需要用到的几种FBG传感探头,主要包括光纤光栅应变片、温度片以及位移装置。并详细地说明了各自监测方法。详细地介绍了光纤光栅传感轨道状态监测系统的设计,以FBG传感器为基础建立的光纤光栅轨道状态监测传感网络采用了波分复用(Wavelength Division Multiplexing,简称WDM)加空分复用(Space Division Multiplexing,简称SDM)的混合复用方法,构建了多通道、大容量的光纤光栅传感网络。依据光纤光栅轨道状态监测系统的总体布局,阐明了监测系统软件的功能实现和工作流程。
(4)以光纤光栅垂向力监测装置为基础,构建了光纤光栅闭塞系统,针对闭塞系统中最为核心的实时计轴问题,通过实测数据的反复分析和现场验证,找出了一种准确实时的计轴算法,该算法结合在计轴点布置多个光纤光栅垂向力监测装置,能解决停车、倒车等困扰计轴的难题。在京广线某站建立了实测点,目前该实测点已经能实现200000轴仅误计1轴的计轴性能指标。
(5)通过分析超偏载监测系统的设计需求,并分别对其硬件和软件构架进行了详细的说明。确立了超偏载状态的判定方法,并依据实测数据样本进行分析,以光纤光栅传感轮轨垂向力监测装置为基础,建立了一种提取动态轮重的方法。该方法能在不改变轨道结构情况下,直接安装,实测数据表明：在未对有砟轨道路基进行平整,未改变轨道结构的前提下,当列车时速在不高于20km/h时,能保证测量误差小于4.0%。对于车轮损伤的判断,则利用经验模态分解(Empirical Mode Decomposition,简称EMD)方法对实测数据进行本征模函数(Intrinsic Mode Function,简称IMF)分解,从分解后的IMF中易于将损伤信息提取出来。
(6)针对光纤传感无砟轨道结构状态在线监测的需求,利用在前面章节中设计的钢轨温度力监测装置、轨温监测装置、轨道结构间位移监测装置,依据武广高铁某大桥道岔区板式无砟轨道结构的特点,设计了传感器的布局,搭建了实时在线监测系统,取得了一些具有参考价值的数据。将光纤光栅传感技术引入到无砟轨道结构状态在线监测中具有重大的意义,在国内尚属首次应用,利用监测的结果,可以直观的了解到轨道结构状态的变化,这能为无砟轨道的设计和施工提供参考。
Rail transport is an important lifeline of a country. Its safety operation is therefore crucial for public security, social stability, and it is even involved to accelerate national economy progress of this country. Safety operation and sustainable development of rail transport engineering structure have become an imminence requirement of national strategy.
Effective methods of health monitoring and security warning of rail transport engineering structure should be developed. However, China is vast in territory and its geological environment is complicated, rail transport system stretches across vast area covering cold, temperate and tropical zones. So Chinese rail transport system needs a better monitoring system with multi-role performance than a small European country does.
Electrical sensors are widely used now, but they have a lot of defects, such as zero drift, and under complex environment, they are prone to be out of order, and they are hard to develop a large scale sensing network, for its short transmission distance. Under these circumstances, there are theoretical and technical bottlenecks to apply electrical sensing technology in the area of rail transport monitoring.
Fiber optical grating sensing technology provides an effective approach to solve these problems. Unfortunately, in this country, there is a lack of comprehensive and systematic study in dynamic safety monitoring of rail structure with optical fiber sensing, to say nothing of the study of monitoring high speed ballastless railway structure.
In view of the above problems, and based on the advantage of interdisciplinary, including optical fiber sensing technology, detection technology and rail transport engineering technology, in this thesis, the wheel/rail coupling condition has been analyzed, and fabrication technology of fiber grating sensing devices have been introduced. This thesis also introduces some optical fiber sensing network systems which realize monitoring rail structure state and dynamic state in real-time. They are respectively optical fiber sensing block system, overload and unbalanced load monitoring system, wheel damage identification system, and high speed ballastless rail multi-parameter monitoring system. And these research achievements have been applied on the railway. The major research contents are expressed as followings:
(1) Building of vehicle model and rail model
The vehicle model is built according to the characteristics of vehicle, rail model is a model of continuous elastic discrete point support. Explicit integral method is adopted for vehicle numerical value simulation, and vector finite-element method is also adopted for rail numerical value simulation, both rail and vehicle numerical value simulation can be integrated by Hertz nonlinear elastic contact theory. The change of rail strain is obtained under different speeds and load, and the results showed that the maximal amplitude of axial strain of the rail is382.6με under axle load of40tons, and19.1με under a axle load of2tons. The3dB width of the strain signal was about6ms when a train passed at a speed of350km/h. The results can provide direct reference for designing the range and solution of sensors, and for designing the sampling frequency of instruments.
(2) A novel sensing demodulating approach based on CFBG
The sensing principle of CFBG is expounded. It bases on the sensing principle of FBG, and its sensing demodulating approach is introduced. This demodulating approach adopts a power detection way, and reduces the cost without expensive F-P filter. The demodulating approach is characterized by high-speed because the speed of photo-voltaic conversion is very fast. This approach is a complementary way comparing with the mainstream FBG demodulating method.
(3) Development of rail state optical fiber monitoring systems
The necessity of three monitoring parameters are analyzed, including wheel-rail coupling vertical load, thermal stress and temperature of rail, displacement between rail and its sleepers. Several sensing devices are designed to meet the different requirements, including FBG strain gages, FBG temperature gages and FBG displacement sensors. The sensing network combines WDM method and SDM method to setup a multi-channel and high-capacity FBG network. Software function realization and its process are discussed on the basis of the function and sensor arrangement of each monitoring system.
(4) Establishment of railway blocking system
Blocking system is established which based on wheel-rail coupling vertical load detector. Aiming at key problems of real-time axle counting, which is caused by train stopping and reversing, a counting algorithm is found through repeated analysis and field tests. This algorithm could even solve more complicated counting problem by combing three axles counting devices. An experiment site is established on the Zhifang train station of Beijing-Guangzhou railway line, and the error rate of counting result is less than1/200000.
(5) Train overload and unbalanced load monitoring system
The framework of hardware and software are discussed to meet requirements of overload and unbalanced load monitoring. Determination method of overload and unbalanced load is introduced. According to the experimental data analysis, a method for extracting wheel load information is found based on wheel-rail coupling vertical load device. The device can be fixed directly on the rail without breaking rail structure, the experimental results show that the error margin of weighing is less than4.0%under20km/h train speed, without reinforcing ballast rail base. As for wheel damage judgment, measurement record is decomposed by EMD and IMFs are obtained to decide damage indices of wheels.
(6) High speed ballastless rail monitoring system
According to the characteristics of high-speed railway switch with ballastless slab on Leida bridge, the arrangement of fiber sensing monitoring system is designed based on thermal stress detector, temperature detector and displacement detector. The system is installed and some valuable data were obtained. This is a matter of great significance to introduce FBG sensing technology first time into ballastless rail monitoring. The change of the ballastless rail state can be got to provide reference for designers and managers.
针对上述问题,本文利用光纤传感技术、监测技术和轨道工程技术的交叉优势,依据轨道动力学分析的结果,研制轨道结构状态监测的传感装置,构建适合轨道结构状态实时监测的光纤光栅传感网络体系,研究了光纤传感闭塞系统、超偏载及车轮损伤识别系统以及无砟轨道多参量监测系统的工程化实现,相关研究成果在铁路线路得到了应用,本文的主要研究如下：
(1)依据车辆结构特征建立了车辆模型；轨道模型选用了连续弹性离散点支承梁轨道模型。传统有限元分析方法求解过程中若没有足够的约束条件,无法进行分析求解,针对这一问题,研究基于向量式结构和固体力学理论提出的新的结构分析方法-向量式有限元法,该方法能避免刚度矩阵方程的求解,原理简单,易于编程实现,将向量式有限元法引入到了轨道的数值分析之中,结合赫兹非线性弹性接触理论将车辆和轨道数值模拟统一了起来。利用该分析方法,分别从轨道结构在不同载重和速度的车辆的作用下,对钢轨垂向应变的规律进行数值模拟,模拟的结果显示,在轴重为40吨的重载车辆的作用下,钢轨轴向应变的最大变化幅度为382.6με,在轻为2吨的工程车的作用下,钢轨应变的最大幅度为19.1με,在车辆以速度为350km/h驶过时,信号的3dB宽度约为6ms。这些结果将会为传感元件的分辨率、量程,以及传感监测仪表的采样频率的设计提供直接依据。
(2)在分析光纤Bragg光栅(Fiber Bragg Grating,简称FBG)传感原理的基础上,分析了CFBG的传感原理,并设计了一种基于光纤啁啾光栅(Chirped Fiber Bragg Grating,简称CFBG)的传感解调方法,该方法采用的是强度型传感检测方式,这样可以不采用昂贵的F-P腔,能够有效的降低设计难度和制作成本。光电探测器可以实现高速的转换,从而使光强型解调系统能够具备比波长型更高的解调速度。基于CFBG传感解调方法可以作为FBG传感检测方法的一种补充和完善。
(3)分别针对轮轨垂向力,钢轨温度力以及轨道结构间位移,分析了各自监测的必要性,依据不同的需求,设计了对应的传感结构,着重设计了轨道结构状态监测中需要用到的几种FBG传感探头,主要包括光纤光栅应变片、温度片以及位移装置。并详细地说明了各自监测方法。详细地介绍了光纤光栅传感轨道状态监测系统的设计,以FBG传感器为基础建立的光纤光栅轨道状态监测传感网络采用了波分复用(Wavelength Division Multiplexing,简称WDM)加空分复用(Space Division Multiplexing,简称SDM)的混合复用方法,构建了多通道、大容量的光纤光栅传感网络。依据光纤光栅轨道状态监测系统的总体布局,阐明了监测系统软件的功能实现和工作流程。
(4)以光纤光栅垂向力监测装置为基础,构建了光纤光栅闭塞系统,针对闭塞系统中最为核心的实时计轴问题,通过实测数据的反复分析和现场验证,找出了一种准确实时的计轴算法,该算法结合在计轴点布置多个光纤光栅垂向力监测装置,能解决停车、倒车等困扰计轴的难题。在京广线某站建立了实测点,目前该实测点已经能实现200000轴仅误计1轴的计轴性能指标。
(5)通过分析超偏载监测系统的设计需求,并分别对其硬件和软件构架进行了详细的说明。确立了超偏载状态的判定方法,并依据实测数据样本进行分析,以光纤光栅传感轮轨垂向力监测装置为基础,建立了一种提取动态轮重的方法。该方法能在不改变轨道结构情况下,直接安装,实测数据表明：在未对有砟轨道路基进行平整,未改变轨道结构的前提下,当列车时速在不高于20km/h时,能保证测量误差小于4.0%。对于车轮损伤的判断,则利用经验模态分解(Empirical Mode Decomposition,简称EMD)方法对实测数据进行本征模函数(Intrinsic Mode Function,简称IMF)分解,从分解后的IMF中易于将损伤信息提取出来。
(6)针对光纤传感无砟轨道结构状态在线监测的需求,利用在前面章节中设计的钢轨温度力监测装置、轨温监测装置、轨道结构间位移监测装置,依据武广高铁某大桥道岔区板式无砟轨道结构的特点,设计了传感器的布局,搭建了实时在线监测系统,取得了一些具有参考价值的数据。将光纤光栅传感技术引入到无砟轨道结构状态在线监测中具有重大的意义,在国内尚属首次应用,利用监测的结果,可以直观的了解到轨道结构状态的变化,这能为无砟轨道的设计和施工提供参考。
Rail transport is an important lifeline of a country. Its safety operation is therefore crucial for public security, social stability, and it is even involved to accelerate national economy progress of this country. Safety operation and sustainable development of rail transport engineering structure have become an imminence requirement of national strategy.
Effective methods of health monitoring and security warning of rail transport engineering structure should be developed. However, China is vast in territory and its geological environment is complicated, rail transport system stretches across vast area covering cold, temperate and tropical zones. So Chinese rail transport system needs a better monitoring system with multi-role performance than a small European country does.
Electrical sensors are widely used now, but they have a lot of defects, such as zero drift, and under complex environment, they are prone to be out of order, and they are hard to develop a large scale sensing network, for its short transmission distance. Under these circumstances, there are theoretical and technical bottlenecks to apply electrical sensing technology in the area of rail transport monitoring.
Fiber optical grating sensing technology provides an effective approach to solve these problems. Unfortunately, in this country, there is a lack of comprehensive and systematic study in dynamic safety monitoring of rail structure with optical fiber sensing, to say nothing of the study of monitoring high speed ballastless railway structure.
In view of the above problems, and based on the advantage of interdisciplinary, including optical fiber sensing technology, detection technology and rail transport engineering technology, in this thesis, the wheel/rail coupling condition has been analyzed, and fabrication technology of fiber grating sensing devices have been introduced. This thesis also introduces some optical fiber sensing network systems which realize monitoring rail structure state and dynamic state in real-time. They are respectively optical fiber sensing block system, overload and unbalanced load monitoring system, wheel damage identification system, and high speed ballastless rail multi-parameter monitoring system. And these research achievements have been applied on the railway. The major research contents are expressed as followings:
(1) Building of vehicle model and rail model
The vehicle model is built according to the characteristics of vehicle, rail model is a model of continuous elastic discrete point support. Explicit integral method is adopted for vehicle numerical value simulation, and vector finite-element method is also adopted for rail numerical value simulation, both rail and vehicle numerical value simulation can be integrated by Hertz nonlinear elastic contact theory. The change of rail strain is obtained under different speeds and load, and the results showed that the maximal amplitude of axial strain of the rail is382.6με under axle load of40tons, and19.1με under a axle load of2tons. The3dB width of the strain signal was about6ms when a train passed at a speed of350km/h. The results can provide direct reference for designing the range and solution of sensors, and for designing the sampling frequency of instruments.
(2) A novel sensing demodulating approach based on CFBG
The sensing principle of CFBG is expounded. It bases on the sensing principle of FBG, and its sensing demodulating approach is introduced. This demodulating approach adopts a power detection way, and reduces the cost without expensive F-P filter. The demodulating approach is characterized by high-speed because the speed of photo-voltaic conversion is very fast. This approach is a complementary way comparing with the mainstream FBG demodulating method.
(3) Development of rail state optical fiber monitoring systems
The necessity of three monitoring parameters are analyzed, including wheel-rail coupling vertical load, thermal stress and temperature of rail, displacement between rail and its sleepers. Several sensing devices are designed to meet the different requirements, including FBG strain gages, FBG temperature gages and FBG displacement sensors. The sensing network combines WDM method and SDM method to setup a multi-channel and high-capacity FBG network. Software function realization and its process are discussed on the basis of the function and sensor arrangement of each monitoring system.
(4) Establishment of railway blocking system
Blocking system is established which based on wheel-rail coupling vertical load detector. Aiming at key problems of real-time axle counting, which is caused by train stopping and reversing, a counting algorithm is found through repeated analysis and field tests. This algorithm could even solve more complicated counting problem by combing three axles counting devices. An experiment site is established on the Zhifang train station of Beijing-Guangzhou railway line, and the error rate of counting result is less than1/200000.
(5) Train overload and unbalanced load monitoring system
The framework of hardware and software are discussed to meet requirements of overload and unbalanced load monitoring. Determination method of overload and unbalanced load is introduced. According to the experimental data analysis, a method for extracting wheel load information is found based on wheel-rail coupling vertical load device. The device can be fixed directly on the rail without breaking rail structure, the experimental results show that the error margin of weighing is less than4.0%under20km/h train speed, without reinforcing ballast rail base. As for wheel damage judgment, measurement record is decomposed by EMD and IMFs are obtained to decide damage indices of wheels.
(6) High speed ballastless rail monitoring system
According to the characteristics of high-speed railway switch with ballastless slab on Leida bridge, the arrangement of fiber sensing monitoring system is designed based on thermal stress detector, temperature detector and displacement detector. The system is installed and some valuable data were obtained. This is a matter of great significance to introduce FBG sensing technology first time into ballastless rail monitoring. The change of the ballastless rail state can be got to provide reference for designers and managers.
引文
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