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首页> 外文期刊>Journal of Zhejiang University. Science, A >Assessment of integration method for displacement determination using field accelerometer and geophone data
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Assessment of integration method for displacement determination using field accelerometer and geophone data

机译：使用现场加速度计和地理管数据进行排量确定集成方法的评估

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A conventional French railway track was instrumented with accelerometers and geophones at three depths: sleeper (surface), interlayer (ITL, z=?0.93 m), and transition layer (TL, z=?1.20 m). A linear variable differential transformer (LVDT) was also used to monitor the displacement at the sleeper level. The recorded data allow the integration method (double for accelerometer and simple for geophone) for displacement determination to be assessed. Several questions need to be addressed prior to the selection of an adequate monitoring system: definition of signal filtering processes, influence on results of the different loading wavelengths, repeatability of measurements, train speed and axle load impact and their ranges of validity for each sensor. It was found that the main frequencies that caused more than 95% of the displacement of the monitored materials are in the low frequency range: <25 Hz for trains running up to 200 km/h. For an intercity train, the low frequencies are normally excited by long wavelengths, for instance, those corresponding to the 1/2 coach distance (λ=13.20 m), the bogies distance (λ=6.3 m), and the axle distance (λ=2.8 m). Comparison between the displacements deduced from the records of accelerometer and geophone and obtained from the records of LVDT shows quite consistent results; the mean displacement amplitudes obtained from accelerometers differ by only 20% from the LVDT records. The train speed does not have a strong effect on the obtained differences between sensors. The embedded sensors also gave consistent displacement results for each analysed depth. Moreover, the displacement amplitudes caused by different axle loads (locomotive or passenger coach) are distinguishable for all sensors at all depths. This validates the integration method used for the displacement determination.
机译：传统的法国铁路轨道在三个深度的加速度计和地震轨道被仪表：睡眠（表面），中间层（ITL，Z =Δ0.93m）和转换层（T1，z =Δ1.20m）。线性可变差分变压器（LVDT）还用于监控卧铺级别的位移。录制的数据允许评估位移确定的集成方法（加速度计，简单，机球机地理位音）。在选择适当的监测系统之前需要解决几个问题：信号过滤过程的定义，对不同装载波长的结果的影响，测量的可重复性，火车速度和轴载冲击及其对每个传感器的有效性。结果发现，引起超过95％的受监测材料位移的主要频率在低频范围内：35赫兹的火车速度高达200 km / h。对于城区列车，低频通常是由长波长激发的，例如，对应于1/2支架距离（λ= 13.20 m）的那些，转向架距离（λ= 6.3 m）和轴距（λ= = 2.8米）。从加速度计和地震记录中推断的位移与LVDT记录中的位移之间的比较显示了相当一致的结果;从加速度计获得的平均位移幅度在LVDT记录中仅不同20％。火车速度对​​传感器之间获得的差异没有强烈影响。嵌入式传感器也为每个分析的深度提供了一致的位移结果。此外，由不同的轴载（机车或乘客教练）引起的位移幅度可用于所有深度的所有传感器。这验证了用于位移确定的集成方法。

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