Design method of high-speed train traction converter cooling system shield pump isolation parameter

Abstract

The present application relates to a design method of the vibration isolation parameters of a shield pump of a high-speed train traction converter cooling system, and belongs to the field of rail vehicle vibration isolation. The present application builds a simulation model for optimizing the vibration isolation stiffness and damping parameters of the shield pump of the high-speed train traction converter cooling system by coupling the influence of the under-vehicle equipment, takes track high-low irregularities as the input excitation, and takes the minimum root mean square value and vibration intensity of the vertical and nodding vibration acceleration of the shield pump of the traction converter cooling system as the design target, to optimize the design and obtain the vibration isolation stiffness and damping of the shield pump of the traction converter cooling system. The simulation verification by SIMPACK shows that the method can obtain accurate and reliable design values of the vibration isolation stiffness and damping parameters of the shield pump, and provides a reliable design method for the design of the vibration isolation parameters of the shield pump of the high-speed train traction converter cooling system. The method can improve the product design level and quality, the operation reliability of the high-speed train traction converter cooling system, and reduce the product design and test cost.

Description

Technical Field

[0001] This invention relates to vibration isolation for rail vehicles, particularly a method for designing vibration isolation parameters for the shielded pump in the cooling system of a high-speed train traction converter. Background Technology

[0002] As a core component of the high-speed train electric traction system, the traction converter undertakes the crucial functions of power conversion and transmission, generating a significant amount of heat during operation. The cooling unit, as a core subsystem maintaining the converter's normal temperature, directly affects the reliability, efficiency, and service life of the traction system. Degradation of the cooling system performance can lead to converter overheating protection, power derating, and in severe cases, permanent component damage, ultimately affecting train operation safety. Canned motor pumps completely isolate the motor stator and rotor from the working fluid through a shielding sleeve, offering significant advantages such as zero leakage, compact structure, and low noise. Furthermore, due to the elimination of dynamic seals, high reliability, and low maintenance costs, they are widely used in the cooling systems of high-speed train traction converters. However, according to the reviewed literature, the design of vibration isolation parameters for canned motor pumps in high-speed train traction converter cooling systems, both domestically and internationally, lacks a systematic theoretical design method. Most studies isolate the canned motor pump from the train system, neglecting the dynamic coupling effect between the two, making it difficult to obtain accurate design results for the vibration isolation parameters of the canned motor pump in the traction converter cooling system. With the continuous increase in the operating speed of high-speed trains, the power level of traction converters is constantly being upgraded, resulting in a sharp increase in heat loss. This places higher demands on the heat dissipation capacity and operational reliability of the cooling system. Therefore, it is necessary to establish an accurate and reliable design method for the vibration isolation parameters of the canned motor pump in the cooling system of the high-speed train traction converter. This method must meet the requirements for vibration isolation design of the canned motor pump in the cooling system of the traction converter under the condition of continuous speed increase of high-speed trains, improve the design level and product quality of the vibration isolation system of the canned motor pump in the cooling system of the high-speed train traction converter, enhance the operational reliability and service life of the cooling system of the high-speed train traction converter, and at the same time, reduce product design and testing costs, shorten the product design cycle, and enhance the international market competitiveness of my country's rail vehicles. Summary of the Invention

[0003] To address the shortcomings of the existing technology, the technical problem to be solved by this invention is to provide an accurate and reliable design method for the vibration isolation parameters of the shielded pump in the cooling system of a high-speed train traction converter, the design flowchart of which is shown below. Figure 1 As shown; the vertical vibration model diagram of the shielded pump of the high-speed train-traction converter cooling system under the coupling effect of undercar equipment is shown below. Figure 2 As shown.

[0004] To solve the above-mentioned technical problems, the present invention provides a method for designing vibration isolation parameters of a shielded pump in a high-speed train traction converter cooling system, characterized by the following design steps:

[0005] (1) Establishment of the differential equation for the vertical vibration of the shielded pump in the cooling system of the high-speed train-traction converter under the coupling effect of undercar equipment:

[0006] Based on the mass M of a single car body of a high-speed train b Nodding moment of inertia I b ; Mass per unit length of the car body ρ b The vehicle body's internal damping coefficient u, elastic modulus E0, and moment of inertia I0; the mass M of each bogie frame. t Nodding moment of inertia I t The mass M of each round pair w The mass M of each traction motor cooling fan frame k Nodding moment of inertia I k The mass M of each traction motor cooling fan a Nodding moment of inertia I a The mass M of the traction converter and its cooling fan q Nodding moment of inertia I q The mass M of the shielded pump in the traction converter cooling system c Nodding moment of inertia I c The stiffness K of each vertical suspension system pz Damping C pz The stiffness K of each of the two vertical suspension systems sz Damping C sz The stiffness K of each suspension system of the traction motor cooling fan frame. kz Damping C kz The stiffness K of each suspension system of the traction motor cooling fan. az Damping C az The stiffness K of each suspension system of the traction converter and its cooling fan qz Damping C qz The stiffness K of each suspension system of the traction converter cooling system and shielded pump to be designed. cz Damping C cz The equivalent linear contact stiffness K between a single wheel and the rail h The longitudinal distance L from the vertical suspension to the center of gravity of the bogie frame. t The longitudinal distance L0 from the secondary suspension to the end of the vehicle body, and the longitudinal distance L from the secondary suspension to the center of gravity of the vehicle body. b The longitudinal distance L from the traction motor cooling fan suspension system to the end of the vehicle body. a1 L a2 L a3 L a4 The longitudinal distance L from the traction converter and its cooling fan suspension system to the end of the vehicle body. q1 Lq2 Longitudinal distance L from the traction converter cooling system, shielded pump, suspension system to the end of the vehicle body c1 L c2 ; taking the center of mass of each wheelset as o w1 o w2 o w3 o w4 The center of mass of each steering frame t1 o t2 The center of gravity of the cooling fan frame of each traction motor. k1 o k2 The center of mass of each traction motor cooling fan a1 o a2 The center of mass of the traction converter and its cooling fan. q The center of mass of the shielded pump in the traction converter cooling system. c and the center of gravity of the vehicle body b The origin is used as the coordinate system; the vertical displacement z of each wheelset is used as the coordinate system system. w1 z w2 z w3 z w4 Vertical displacement z of each bogie frame t1 z t2 The head-down displacement β of each bogie frame t1 β t2 Vertical displacement z of each traction motor cooling fan frame k1 z k2 The head displacement β of the cooling fan frame of each traction motor k1 β k2 Vertical displacement z of each traction motor cooling fan a1 z a2 The head displacement β of each traction motor cooling fan a1 β a2 Vertical displacement z of the traction converter and its cooling fan q Nodding displacement β q The vertical displacement z of the shielded pump in the traction converter cooling system c Nodding displacement β c The vertical displacement z of the vehicle body b Nodding displacement β b and the elastic vibration displacement q of the vehicle body expressed in modal coordinates. m Let z be the coordinates, where m = 3, 4, …, N, and N is the elastic modal order of the vehicle body; z is randomly input as the unevenness of the track at each wheel. v1 (t), z v2 (t), z v3 (t), z v4(t) represents the input excitation, where t is the time variable; the vertical vibration differential equation of the shielded pump in the high-speed train-traction converter cooling system under the coupling influence of undercarriage equipment is established, namely:

[0007] ① Vibration equation of wheelset:

[0008] ;

[0009] ;

[0010] ;

[0011] ;

[0012] ② Vibration equation of the bogie frame:

[0013] ;

[0014] ;

[0015] ;

[0016] ;

[0017] ③ Vibration equation of the traction motor cooling fan frame:

[0018] ;

[0019] ;

[0020] ;

[0021] ;

[0022] Among them, L a =(L a2 -L a1 ) / 2=(L a4 -L a3 ) / 2;

[0023] ④ Vibration equation of traction motor cooling fan:

[0024] ;

[0025] ;

[0026] ;

[0027] ;

[0028] ⑤ Vibration equations of the traction converter and its cooling fan:

[0029] ;

[0030] ;

[0031] Among them, L q =(L q2 -L q1 ) / 2;

[0032] ⑥ Vibration equation of the canned pump in the traction converter cooling system:

[0033] ;

[0034] ;

[0035] Among them, L c =(L c2 -L c1 ) / 2;

[0036] ⑦ Rigid vibration equation of the vehicle body:

[0037] ;

[0038] ;

[0039] ⑧ The elastic vibration equation of the car body:

[0040] ;

[0041] Among them, L T =2(L b +L0); ;

[0042] ;

[0043] ;

[0044] ;

[0045] ;

[0046] ;

[0047] ;

[0048] ;

[0049] ;

[0050] ;

[0051] ;

[0052] (2) Construction of a simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the high-speed train traction converter under the coupling effect of undercar equipment:

[0053] Based on MATLAB software, the numerical integration method is used to solve the differential equation of vertical vibration of the shielded pump of the high-speed train-traction converter cooling system under the coupling influence of the undercar equipment established in step (1), and to construct an optimized simulation model of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling influence of the undercar equipment.

[0054] (3) Establishment of a mathematical model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains:

[0055] ① Establishing the objective function J:

[0056] Based on the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the high-speed train traction converter cooling system under the coupling effect of undercar equipment established in step (2), the vibration isolation stiffness and damping of the shielded pump in the traction converter cooling system are used as design variables, and the random input of track unevenness at each wheel is used as the input excitation. The root mean square value of the vertical vibration acceleration of the shielded pump obtained from the simulation is used. Root mean square value of vibration acceleration of the shielded pump head The maximum vertical vibration acceleration of the shielded pump. The maximum value of the vibration acceleration of the shielded pump head. Vertical vibration intensity of shielded pump Vibration intensity of shielded pump head The maximum vertical vibration velocity of the shielded pump. and the maximum vibration velocity of the shielded pump head. Establish the objective function J for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely:

[0057] ;

[0058] ②Establishment of constraint functions:

[0059] Based on the mass M of the shielded pump in the traction converter cooling system c Establish constraint functions for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely...

[0060] ;

[0061] ;

[0062] Where g = 9.8 m / s 2 ;

[0063] (4) Stiffness K of the cooling system, shielded pump, and vibration isolation system of the high-speed train traction converter cz and damping C cz Optimized design:

[0064] Based on the longitudinal distance L from the vertical suspension to the center of gravity of the bogie frame t The longitudinal distance L from the second-stage vertical suspension to the vehicle's center of gravity. b The vehicle's speed v, and the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling effect of the undercarriage equipment established in step (2), are used with random input z of track unevenness at each wheel. v1 (t), z v2 (t), z v3 (t), z v4 (t) is the input excitation. The optimization algorithm is used to find the minimum value of the optimization objective function J established in step (3) that satisfies the optimization constraint function of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system. The corresponding design variable is the design value K of the stiffness parameter of the vibration isolation system of the shielded pump of the high-speed train traction converter cooling system. cz and damping parameter design value C cz ;

[0065] The relationship between the random inputs with uneven track elevations is as follows: , , .

[0066] The advantages of this invention over the prior art are:

[0067] Previous studies, both domestically and internationally, on the design of vibration isolation parameters for the canned motor pump in the cooling system of high-speed train traction converters have lacked a systematic theoretical design method. Most approaches have isolated the canned motor pump from the train system, neglecting the dynamic coupling effects between the two, making it difficult to obtain accurate design results for the vibration isolation parameters. This invention establishes a differential equation for the vertical vibration of the canned motor pump in the high-speed train traction converter cooling system under the coupling effects of undercarriage equipment. Using MATLAB software, it establishes an optimization simulation model for the vibration isolation stiffness and damping parameters of the canned motor pump in the high-speed train traction converter cooling system under the coupling effects of undercarriage equipment. Using track unevenness as the input excitation, and with the design objectives of minimizing the root mean square values ​​of the vertical and pitching vibration accelerations and vibration intensity of the canned motor pump in the high-speed train traction converter cooling system, the vibration isolation stiffness and damping of the canned motor pump in the high-speed train traction converter cooling system are optimized. Design examples and SIMPACK simulation verification demonstrate that this method can obtain accurate and reliable design values ​​for the vibration isolation stiffness and damping parameters of the canned motor pump in the cooling system of the high-speed train traction converter, providing a reliable design method for the vibration isolation parameters of the canned motor pump in the cooling system of the high-speed train traction converter. Using this method, not only can the design level and product quality of the vibration isolation system of the canned motor pump in the cooling system of the high-speed train traction converter be improved, and the operational reliability and service life of the high-speed train traction converter cooling system be enhanced; at the same time, product design and testing costs can be reduced, product design cycles can be shortened, and the international market competitiveness of my country's rail vehicles can be strengthened. Attached Figure Description

[0068] To better understand the present invention, further explanation is provided below in conjunction with the accompanying drawings.

[0069] Figure 1 This is a design flowchart of the vibration isolation parameter design method for the shielded pump of the cooling system of the traction converter of a high-speed train;

[0070] Figure 2 This is a vertical vibration model diagram of the shielded pump of the cooling system of the high-speed train-traction converter under the coupling effect of the equipment under the vehicle;

[0071] Figure 3 The random input excitation z of the uneven German orbit applied in the embodiment. v1 (t);

[0072] Figure 4 The random input excitation z of the uneven German orbit applied in the embodiment. v2 (t);

[0073] Figure 5 The random input excitation z of the uneven German orbit applied in the embodiment. v3 (t);

[0074] Figure 6 The random input excitation z of the uneven German orbit applied in the embodiment. v4 (t). Detailed Implementation Plan

[0075] The present invention will be further described in detail below through an embodiment.

[0076] The mass M of a single car body of a high-speed train b =14500kg, nodding moment of inertia I b =710500 kg·m 2 ; Mass per unit length of the car body ρ b =1376kg / m; Internal damping coefficient of the car body μ=0.015, elastic modulus E0=2.059×10 9 Pa, moment of inertia of section I0 = 6.799m 4 The mass M of each bogie frame t =1560kg, nodding moment of inertia I t =990kg·m 2 The mass M of each round pair w =920kg; the mass M of each traction motor cooling fan frame k =290kg, nodding moment of inertia I k =1710kg·m 2 The mass M of each traction motor cooling fan a =2125kg, nodding moment of inertia I a =13750kg·m 2 The mass M of the traction converter and its cooling fan q =1620kg, nodding moment of inertia I q =905kg·m 2 The mass M of the shielded pump in the traction converter cooling system c =55kg, nodding moment of inertia I c =17kg·m 2 The stiffness K of each vertical suspension system pz =1.085×10 6 N / m, damping C pz =12100 N·s / m; Stiffness K of each secondary vertical suspension system sz =2.15×10 5 N / m, damping C sz =13600 N·s / m; Stiffness K of each suspension system of the traction motor cooling fan frame kz =6.90×10 5 N / m, damping C kz=1415 N·s / m; Stiffness K of each suspension system of the traction motor cooling fan az =9.05×10 5 N / m, damping C az =4710 N·s / m; Stiffness K of each suspension system of the traction converter and its cooling fan. qz =1.23×10 6 N / m, damping C qz = 1980 N·s / m; Equivalent linear contact stiffness K between a single wheel and the rail h =1.151×10 9 N / m; Longitudinal distance L from the primary vertical suspension to the center of gravity of the bogie frame. t =1.2m; the longitudinal distance L0 from the secondary vertical suspension to the end of the car body is 2.75m, and the longitudinal distance L from the secondary vertical suspension to the center of gravity of the car body is... b =9m; the longitudinal distance L from the traction motor cooling fan suspension system to the end of the vehicle body. a1 =5.25m, L a2 =7.25m, L a3 =16.25m, L a4 =18.25m; Longitudinal distance L from the traction converter and its cooling fan suspension system to the end of the vehicle body. q1 =13.25m, L q2 =14.75m; Longitudinal distance L from the traction converter cooling system, shielded pump, suspension system to the end of the vehicle body. c1 =15.25m, L c2 =15.75m; the elastic modal order of the car body N=10; the stiffness of each suspension system of the traction converter cooling system shielded pump to be designed is K. cz Damping is C cz The design of the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of this high-speed train is required for a vehicle speed of v=300km / h. The design of the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of this high-speed train is carried out.

[0077] The design flowchart of the vibration isolation parameter design method for the shielded pump of the cooling system of the high-speed train traction converter provided in this invention is as follows: Figure 1 As shown in the figure, the vertical vibration model of the shielded pump of the high-speed train-traction converter cooling system under the coupling effect of undercar equipment is as follows. Figure 2 As shown, the specific steps are as follows:

[0078] (1) Establishment of the differential equation for the vertical vibration of the shielded pump in the cooling system of the high-speed train-traction converter under the coupling effect of undercar equipment:

[0079] Based on the mass M of a single car body of a high-speed train b=14500kg, nodding moment of inertia I b =710500 kg·m 2 ; Mass per unit length of the car body ρ b =1376 kg / m; Internal damping coefficient of the car body μ=0.015, elastic modulus E0=2.059×10 9 Pa, moment of inertia of the cross section I0 = 6.799m 4 The mass M of each bogie frame t =1560kg, nodding moment of inertia I t =990kg·m 2 The mass M of each round pair w =920kg; the mass M of each traction motor cooling fan frame k =290kg, nodding moment of inertia I k =1710kg·m 2 The mass M of each traction motor cooling fan a =2125kg, nodding moment of inertia I a =13750kg·m 2 The mass M of the traction converter and its cooling fan q =1620kg, nodding moment of inertia I q =905kg·m 2 The mass M of the shielded pump in the traction converter cooling system c =55kg, nodding moment of inertia I c =17kg·m 2 The stiffness K of each vertical suspension system pz =1.085×10 6 N / m, damping C pz =12100 N·s / m; Stiffness K of each secondary vertical suspension system sz =2.15×10 5 N / m, damping C sz =13600 N·s / m; Stiffness K of each suspension system of the traction motor cooling fan frame kz =6.90×10 5 N / m, damping C kz =1415 N·s / m; Stiffness K of each suspension system of the traction motor cooling fan az =9.05×10 5 N / m, damping C az =4710 N·s / m; Stiffness K of each suspension system of the traction converter and its cooling fan. qz =1.23×10 6 N / m, damping C qz=1980 N·s / m; Stiffness K of each suspension system of the cooling system shielded pump of the traction converter to be designed. cz Damping C cz The equivalent linear contact stiffness K between a single wheel and the rail h =1.151×10 9 N / m; Longitudinal distance L from the primary vertical suspension to the center of gravity of the bogie frame. t =1.2m; the longitudinal distance L0 from the secondary vertical suspension to the end of the car body is 2.75m, and the longitudinal distance L from the secondary vertical suspension to the center of gravity of the car body is... b =9m; the longitudinal distance L from the traction motor cooling fan suspension system to the end of the vehicle body. a1 =5.25m, L a2 = 7.25m, L a3 =16.25m, L a4 =18.25m; Longitudinal distance L from the traction converter and its cooling fan suspension system to the end of the vehicle body. q1 =13.25m, L q2 =14.75m; Longitudinal distance L from the traction converter cooling system, shielded pump, suspension system to the end of the vehicle body. c1 =15.25m, L c2 =15.75m; with the center of mass of each wheelset o w1 o w2 o w3 o w4 The center of mass of each steering frame t1 o t2 The center of gravity of the cooling fan frame of each traction motor. k1 o k2 The center of mass of each traction motor cooling fan a1 o a2 The center of mass of the traction converter and its cooling fan. q The center of mass of the shielded pump in the traction converter cooling system. c and the center of gravity of the vehicle body b The origin of the coordinate system is used; the vertical displacement z of each wheelset is used as the coordinate origin. w1 z w2 z w3 z w4 Vertical displacement z of each bogie frame t1 z t2 The head-down displacement β of each bogie frame t1 β t2 Vertical displacement z of each traction motor cooling fan frame k1 z k2 The head displacement β of the cooling fan frame of each traction motor k1 β k2Vertical displacement z of each traction motor cooling fan a1 z a2 The head displacement β of each traction motor cooling fan a1 β a2 Vertical displacement z of the traction converter and its cooling fan q Nodding displacement β q The vertical displacement z of the shielded pump in the traction converter cooling system c Nodding displacement β c The vertical displacement z of the vehicle body b Nodding displacement β b and the elastic vibration displacement q of the vehicle body expressed in modal coordinates. m Let z be the coordinates, where m = 3, 4, …, 10; and let z be the random input based on the unevenness of the track at each wheel. v1 (t), z v2 (t), z v3 (t), z v4 (t) represents the input excitation, where t is the time variable; the vertical vibration differential equation of the shielded pump in the high-speed train-traction converter cooling system under the coupling influence of undercarriage equipment is established, namely:

[0080] ① Vibration equation of wheelset:

[0081] ;

[0082] ;

[0083] ;

[0084] ;

[0085] ② Vibration equation of the bogie frame:

[0086] ;

[0087] ;

[0088] ;

[0089] ;

[0090] ③ Vibration equation of the traction motor cooling fan frame:

[0091] ;

[0092] ;

[0093] ;

[0094] ;

[0095] Among them, L a =(L a2 -L a1 ) / 2=(L a4 -L a3 ) / 2 = 1.0m;

[0096] ④ Vibration equation of traction motor cooling fan:

[0097] ;

[0098] ;

[0099] ;

[0100] ;

[0101] ⑤ Vibration equations of the traction converter and its cooling fan:

[0102] ;

[0103] ;

[0104] Among them, L q =(L q2 -L q1 ) / 2 = 0.75m;

[0105] ⑥ Vibration equation of the canned pump in the traction converter cooling system:

[0106] ;

[0107] ;

[0108] Among them, L c =(L c2 -L c1 ) / 2 = 0.25m;

[0109] ⑦ Rigid vibration equation of the vehicle body:

[0110] ;

[0111] ;

[0112] ⑧ The elastic vibration equation of the car body:

[0113] ;

[0114] Among them, L T =2(Lb +L0)=23.5m; ; ; ; ; ; ; ; ;

[0115] ;

[0116] ;

[0117] ;

[0118] ;

[0119] ;

[0120] ;

[0121] ;

[0122] ;

[0123]

[0124]

[0125]

[0126]

[0127]

[0128]

[0129]

[0130]

[0131] ;

[0132] ;

[0133] ;

[0134] ;

[0135] ;

[0136] ；

[0137] ；

[0138]

[0139] ；

[0140] ；

[0141] ；

[0142] ；

[0143] ；

[0144] ；

[0145] ；

[0146]

[0147] ；

[0148] ；

[0149] ；

[0150] ；

[0151] ；

[0152] ；

[0153] ；

[0154]

[0155] ；

[0156] ；

[0157] ；

[0158] ；

[0159] ；

[0160] ；

[0161] ；

[0162]

[0163] ；

[0164] ；

[0165] ；

[0166] ；

[0167] ；

[0168] ；

[0169] ；

[0170]

[0171] ；

[0172] ；

[0173] ；

[0174] ；

[0175] ；

[0176] ；

[0177] ；

[0178]

[0179] ；

[0180] ；

[0181] ；

[0182] ；

[0183] ；

[0184] ；

[0185] ；

[0186]

[0187] ;

[0188] ;

[0189] ;

[0190] ;

[0191] ;

[0192] ;

[0193] ;

[0194]

[0195] (2) Construction of a simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the high-speed train traction converter under the coupling effect of undercar equipment:

[0196] Based on MATLAB software, the numerical integration method is used to solve the differential equation of vertical vibration of the shielded pump of the high-speed train-traction converter cooling system under the coupling influence of the undercar equipment established in step (1), and to construct an optimized simulation model of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling influence of the undercar equipment.

[0197] (3) Establishment of a mathematical model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the high-speed train traction converter:

[0198] ① Establishing the objective function J:

[0199] Based on the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the high-speed train traction converter cooling system under the coupling effect of undercar equipment established in step (2), the vibration isolation stiffness and damping of the shielded pump in the traction converter cooling system are used as design variables, and the random input of track unevenness at each wheel is used as the input excitation. The root mean square value of the vertical vibration acceleration of the shielded pump obtained from the simulation is used. Root mean square value of vibration acceleration of the shielded pump head The maximum vertical vibration acceleration of the shielded pump. The maximum value of the vibration acceleration of the shielded pump head. Vertical vibration intensity of shielded pump Vibration intensity of shielded pump head The maximum vertical vibration velocity of the shielded pump. and the maximum vibration velocity of the shielded pump head. Establish the objective function J for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely:

[0200] ;

[0201] ②Establishment of constraint functions:

[0202] Based on the mass M of the shielded pump in the traction converter cooling system c =55kg, establish constraint functions for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely

[0203] ;

[0204] ;

[0205] Where g = 9.8 m / s 2 ;

[0206] (4) Stiffness K of the cooling system, shielded pump, and vibration isolation system of the high-speed train traction converter cz and damping C cz Optimized design:

[0207] Based on the longitudinal distance L from the vertical suspension to the center of gravity of the bogie frame t =1.2m, the longitudinal distance L from the secondary vertical suspension to the vehicle's center of gravity. b =9m, vehicle speed v=300km / h, and the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling influence of the undercarriage equipment established in step (2), with random input z of track unevenness at each wheel. v1 (t), z v2 (t), z v3 (t), z v4 (t) is the input excitation. The optimization algorithm is used to find the minimum value of the optimization objective function J established in step (3) that satisfies the optimization constraint function of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system. The optimization design obtains the stiffness K of the vibration isolation system of the shielded pump of the high-speed train traction converter cooling system. cz =75260 N / m, damping C cz =528 N·s / m;

[0208] The relationship between the random inputs with uneven track elevation is as follows: z v2 (t)=z v1 (t-0.0288s), z v3 (t)=z v1 (t-0.216s), z v4 (t)=zv1 (t-0.2448s); When the vehicle speed is v=300km / h, the random input excitation of the unevenness of the German track applied to each wheel is as follows: Figure 3 , Figure 4 , Figure 5 , Figure 6 As shown.

[0209] Based on the vehicle parameters provided in the embodiment, and using the dedicated rail vehicle software SIMPACK, the optimal stiffness K of the high-speed train's traction converter cooling system shielded pump vibration isolation system can be obtained through solid modeling and simulation verification. cz =75512N / m, damping C cz =531 N·s / m; it can be seen that the stiffness K of the high-speed train traction converter cooling system shielded pump vibration isolation system obtained by the optimized design is 531 N·s / m; cz =75260N / m, damping C cz =528 N·s / m, consistent with the optimal stiffness K obtained from SIMPACK simulation verification. cz =75512N / m, damping C cz The value is consistent with 531 N·s / m, and the deviations are 252 N / m and 3 N·s / m, respectively. The relative deviations are 0.33% and 0.57%, respectively, indicating that the design method of vibration isolation parameters of the shielded pump of the high-speed train traction converter cooling system provided by the present invention is correct.

Claims

1. The design method for vibration isolation parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, and the specific design steps are as follows: (1) Establishment of the differential equation for the vertical vibration of the shielded pump in the cooling system of the high-speed train-traction converter under the coupling effect of undercar equipment: Based on the mass M of a single car body of a high-speed train b Nodding moment of inertia I b ; Mass per unit length of the car body ρ b The vehicle body's internal damping coefficient u, elastic modulus E0, and moment of inertia I0; the mass M of each bogie frame. t Nodding moment of inertia I t The mass M of each round pair w The mass M of each traction motor cooling fan frame k Nodding moment of inertia I k The mass M of each traction motor cooling fan a Nodding moment of inertia I a The mass M of the traction converter and its cooling fan q Nodding moment of inertia I q The mass M of the shielded pump in the traction converter cooling system c Nodding moment of inertia I c The stiffness K of each vertical suspension system pz Damping C pz The stiffness K of each of the two vertical suspension systems sz Damping C sz The stiffness K of each suspension system of the traction motor cooling fan frame. kz Damping C kz The stiffness K of each suspension system of the traction motor cooling fan. az Damping C az The stiffness K of each suspension system of the traction converter and its cooling fan qz Damping C qz The stiffness K of each suspension system of the traction converter cooling system and shielded pump to be designed. cz Damping C cz The equivalent linear contact stiffness K between a single wheel and the rail h The longitudinal distance L from the vertical suspension to the center of gravity of the bogie frame. t The longitudinal distance L0 from the secondary suspension to the end of the vehicle body, and the longitudinal distance L from the secondary suspension to the center of gravity of the vehicle body. b The longitudinal distance L from the traction motor cooling fan suspension system to the end of the vehicle body. a1 L a2 L a3 L a4 The longitudinal distance L from the traction converter and its cooling fan suspension system to the end of the vehicle body. q1 L q2 Longitudinal distance L from the traction converter cooling system, shielded pump, suspension system to the end of the vehicle body c1 L c2 ; taking the center of mass of each wheelset as o w1 o w2 o w3 o w4 The center of mass of each steering frame t1 o t2 The center of gravity of the cooling fan frame of each traction motor. k1 o k2 The center of mass of each traction motor cooling fan a1 o a2 The center of mass of the traction converter and its cooling fan. q The center of mass of the shielded pump in the traction converter cooling system. c and the center of gravity of the vehicle body b The origin of the coordinate system is used; the vertical displacement z of each wheelset is used as the coordinate origin. w1 z w2 z w3 z w4 Vertical displacement z of each bogie frame t1 z t2 The head-down displacement β of each bogie frame t1 β t2 Vertical displacement z of each traction motor cooling fan frame k1 z k2 The head displacement β of the cooling fan frame of each traction motor k1 β k2 Vertical displacement z of each traction motor cooling fan a1 z a2 The head displacement β of each traction motor cooling fan a1 β a2 Vertical displacement z of the traction converter and its cooling fan q Nodding displacement β q The vertical displacement z of the shielded pump in the traction converter cooling system c Nodding displacement β c The vertical displacement z of the vehicle body b Nodding displacement β b and the elastic vibration displacement q of the vehicle body expressed in modal coordinates. m Let be the coordinates, where m=3, 4, …, N, where N is the elastic modal order of the vehicle body; z is randomly input based on the unevenness of the track at each wheel. v1 (t), z v2 (t), z v3 (t), z v4 (t) represents the input excitation, where t is the time variable; the vertical vibration differential equation of the shielded pump in the high-speed train-traction converter cooling system under the coupling influence of undercarriage equipment is established, namely: ① Vibration equation of wheelset: ； ； ； ； ② Vibration equation of the bogie frame: ； ； ； ； ③ Vibration equation of the traction motor cooling fan frame: ； ； ； ； Among them, L a =(L a2 -L a1 ) / 2=(L a4 -L a3 ) / 2; ④ Vibration equation of traction motor cooling fan: ； ； ； ； ⑤ Vibration equations of the traction converter and its cooling fan: ； ； Among them, L q =(L q2 -L q1 ) / 2; ⑥ Vibration equation of the canned pump in the traction converter cooling system: ； ； Among them, L c =(L c2 -L c1 ) / 2; ⑦ Rigid vibration equation of the vehicle body: ； ； ⑧ The elastic vibration equation of the car body: ； Among them, L T =2(L b +L0); ; ； ； ； ； ； ； ； ； ； ； (2) Construction of a simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the high-speed train traction converter under the coupling effect of undercar equipment: Based on MATLAB software, the numerical integration method is used to solve the differential equation of vertical vibration of the shielded pump of the high-speed train-traction converter cooling system under the coupling influence of the undercar equipment established in step (1), and to construct an optimized simulation model of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling influence of the undercar equipment. (3) Establishment of a mathematical model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the high-speed train traction converter: ① Establishing the objective function J: Based on the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the high-speed train traction converter cooling system under the coupling effect of undercar equipment established in step (2), the vibration isolation stiffness and damping of the shielded pump in the traction converter cooling system are used as design variables, and the random input of track unevenness at each wheel is used as the input excitation. The root mean square value of the vertical vibration acceleration of the shielded pump obtained from the simulation is used. Root mean square value of vibration acceleration of the shielded pump head The maximum vertical vibration acceleration of the shielded pump. The maximum value of the vibration acceleration of the shielded pump head. Vertical vibration intensity of shielded pump Vibration intensity of shielded pump head The maximum vertical vibration velocity of the shielded pump. and the maximum vibration velocity of the shielded pump head. Establish the objective function J for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely: ； ②Establishment of constraint functions: Based on the mass M of the shielded pump in the traction converter cooling system c Establish constraint functions for optimizing the vibration isolation stiffness and damping parameters of the shielded pump in the cooling system of the traction converter of high-speed trains, namely... ； ； Where g = 9.8 m / s 2 ; (4) Stiffness K of the cooling system, shielded pump, and vibration isolation system of the high-speed train traction converter cz and damping C cz Optimized design: Based on the longitudinal distance L from the vertical suspension to the center of gravity of the bogie frame t The longitudinal distance L from the second-stage vertical suspension to the vehicle's center of gravity. b The vehicle's speed v, and the simulation model for optimizing the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system under the coupling effect of the undercarriage equipment established in step (2), are used with random input z of track unevenness at each wheel. v1 (t), z v2 (t), z v3 (t), z v4 (t) is the input excitation. The optimization algorithm is used to find the minimum value of the optimization objective function J established in step (3) that satisfies the optimization constraint function of the vibration isolation stiffness and damping parameters of the shielded pump of the high-speed train traction converter cooling system. The corresponding design variable is the design value K of the stiffness parameter of the vibration isolation system of the shielded pump of the high-speed train traction converter cooling system. cz and damping parameter design value C cz ; The relationship between the random inputs with uneven track elevations is as follows: , , .

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