A method and system for accelerating the calculation of wheel tread wear

Abstract

The present invention relates to the technical field of wheel tread wear simulation, and discloses a method and system for accelerating the calculation of wheel tread wear. The method includes the following steps: taking the original wheel tread profile as the starting point of model simulation, calculating the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtaining the mileage and wheel tread profile at this moment; taking the mileage and wheel tread profile at this moment as the starting point of model simulation, and magnifying the running mileage and wear amount calculated for each round until the cumulative running mileage of the vehicle meets the requirement of the total calculation mileage. The present invention can ensure the correctness of the tread wear calculation result on the basis of improving the operation speed.

Description

Technical Field

[0001] The present invention belongs to the technical field of wheel tread wear simulation, and particularly relates to a method and system for accelerating the calculation of wheel tread wear. Background Technique

[0002] The statements in this part only provide background technical information related to the present invention, and do not necessarily constitute prior art.

[0003] With the increase in the operating speed of rail vehicles, the problem of wheel tread wear has become increasingly serious, resulting in the shortening of the wheel turning cycle and the increase in operation and maintenance costs. At the same time, wheel tread wear will have a significant impact on the running stability, smoothness and comfort of the vehicle. Predicting the wear development of the wheel tread of rail vehicles through numerical simulation technology can provide theoretical guidance for the vehicle department to optimize wheel maintenance work, thereby reducing maintenance costs and slowing down the development of wheel wear.

[0004] When performing wheel tread wear simulation analysis, first, a vehicle-track multi-body dynamics model needs to be established according to vehicle parameters and line conditions. The wheel-rail rolling contact parameters are obtained through dynamic simulation analysis, and the tread wear amount and wear profile under the current calculation conditions are obtained using the wear model. Then, the tread is updated, and the new tread profile after wear is used to replace the original profile in this calculation and is used for the calculation of the next condition. Repeat the above process. As the calculation progresses, the tread profile is continuously iterated until the termination condition is met.

[0005] It should be noted that when the vehicle is running on the line, the wheel tread profile changes continuously, but it is impossible to update the profile in real time in numerical simulation. Only discrete updates can be made, that is, the tread profile remains unchanged in each calculation condition and is only updated after the end of this calculation and used for the next calculation. If the running mileage of the vehicle in the simulation analysis is very long (for example, when investigating the wear development law of the wheel tread within the entire wear cycle, the running mileage of the vehicle is generally more than 200,000 kilometers), then calculating the entire mileage will result in an overly long simulation time, which is difficult to meet the needs of engineering applications.

[0006] To accelerate the calculation speed, the common practice of current domestic and foreign scholars is: first, set a track and let the vehicle run on the track at a certain speed (generally, the vehicle needs to run repeatedly on the track to accumulate running mileage and finally meet the requirement of the total calculation mileage); then set the maximum allowable wear depth dh of the wheel tread when the vehicle runs on the track once max ; Subsequently, perform the i-th calculation (that is, the vehicle runs on the track for the i-th time, i≥1), obtain the maximum wear depth dh of the wheel tread in this calculation imax , and calculate the amplification factor ε i =dhmax / dh imax ; Then, the wear amount dh of the entire tread surface in this calculation i is magnified, that is, dh i = dh i ×ε i . At the same time, the vehicle operation mileage L i is magnified, that is, L i = L i ×ε i ; Finally, the wheel tread profile used in this calculation is subtracted by the magnified tread wear amount to obtain a new wheel tread profile, which is used for the (i + 1)-th calculation. Repeat the above calculation process until the cumulative vehicle operation mileage meets the requirement of the total calculation mileage.

[0007] It is not difficult to find that the above acceleration method is based on the following assumption: in the i-th calculation, as long as the maximum wear depth dh imax of the wheel tread does not exceed the maximum allowable wear depth dh max of the wheel tread set artificially, then in this calculation, the wear amount of the entire tread surface and the vehicle operation mileage L i are linearly related. That is to say, when the vehicle operation mileage L i is magnified by ε i times, the wheel tread wear amount will also be magnified by ε i times. Therefore, when the simulation calculation mileage is L i , through the above acceleration method, the wheel tread wear amount at the actual mileage of L i ×ε i can be obtained, thus greatly accelerating the calculation speed, especially when the set dh max value is large.

[0008] However, the above assumption has no reliable basis, and the maximum allowable wear depths of the wheel tread set by different researchers are different (common maximum wear depths include 0.02 mm, 0.05 mm, and 0.1 mm), which has a certain degree of randomness and there is no unified standard.

[0009] Through analysis, it is found that the above assumption does not hold in many cases, and large errors may occur when calculating the wheel tread wear amount and wear profile using the above acceleration method. The following takes the Figure 1 vehicle-track multibody dynamics model shown as an example for illustration. Figure 2 is a section of track adopted in the model, with a total length of 300 km, including straight lines, horizontal transition curves, horizontal circular curves (R1200 m, R2400 m, and R650 m), and superelevation and other various different track conditions.

[0010] Figure 3 / Figure 4 respectively show the comparison of the calculation results of the wheel tread wear amount and the vehicle operation mileage magnified by 1 time and magnified by 2 times / magnified by 5 times for the wheel tread wear profile. The tread wear simulation for each magnification factor starts from the unworn new profile, and the actual vehicle operation mileage is 3000 km. Among them, "magnified by 1 time" means no magnification. That is, after the end of the i-th (i≥1) calculation, the entire tread wear amount dh i is not magnified, and at the same time, the vehicle operation mileage L i is not magnified either. Instead, the new tread profile is obtained by subtracting the tread wear amount from the wheel tread profile used in this calculation and is used for the (i + 1)-th calculation. Therefore, for the wheel tread wear simulation, "magnified by 1 time" represents the "real" vehicle operation process (that is, the vehicle will "really" run all the set mileage in the calculation), and the "real" tread wear growth process (that is, all tread wear is generated by the vehicle "really" running on the track). Therefore, the calculated tread wear profile is also "real". Thus, under the condition of the same actual vehicle operation mileage, the tread wear profile when "magnified by 1 time" can be compared with the tread wear profiles when "other magnification factors" to verify the correctness of the calculation results of the tread wear profiles when "other magnification factors".

[0011] As can be seen from Figure 3, the difference between the tread wear profiles when "magnified by 1 time_calculated 10 times" and when "magnified by 2 times_calculated 5 times" is very obvious. At the abscissa of -0.015 m of the tread profile, the wear depth calculated by the latter is about 2.7 times that of the former. The results in Figure 4 are similar. At the abscissa of -0.015 m of the tread profile, the wear depth calculated under the condition of "magnified by 5 times_calculated 2 times" is about 5 times that of the wear depth calculated under the condition of "magnified by 1 time_calculated 10 times".

[0012] Through the above examples and analysis, it can be seen that using the above acceleration method will indeed cause large errors in the wheel tread wear amount and wear profile obtained by "accelerated calculation". Summary of the Invention

[0013] To overcome the deficiencies of the above-mentioned prior art, the present invention provides a method and system for accelerating the calculation of wheel tread wear, which can not only ensure the correctness of the tread wear calculation results but also accelerate the calculation speed.

[0014] To achieve the above object, one or more embodiments of the present invention provide the following technical solutions:

[0015] A method for accelerating the calculation of wheel tread wear, comprising the following steps:

[0016] Taking the original wheel tread profile as the starting point of model simulation, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtain the mileage and wheel tread profile at this moment;

[0017] Taking the mileage and wheel tread profile at this moment as the starting point of model simulation, amplify the running mileage and wear amount calculated for each wheel by magnification until the cumulative running mileage of the vehicle meets the requirement of the total calculated mileage.

[0018] Furthermore, the wheel tread wear rate is calculated using the Archard wear model, the wear model based on frictional work, or the wear model based on wear index.

[0019] Furthermore, amplifying the running mileage and wear amount calculated for each wheel by magnification includes:

[0020] Amplify the running mileage and wear amount according to the set magnification factor, and accumulate them to the running mileage and wear amount obtained from the previous calculation.

[0021] Furthermore, amplifying the running mileage and wear amount calculated for each wheel by magnification includes:

[0022] Obtain the wear amount at each position on the wheel tread calculated for the current round;

[0023] Taking the set wear amount as the profile update condition, use the ratio of the set wear amount to the maximum wear amount of the tread in this round as the magnification factor for this round;

[0024] According to the magnification factor, amplify the wear amount and running mileage in this calculation, and accumulate them to the running mileage and wear amount obtained from the previous calculation.

[0025] Furthermore, calculating the wheel tread wear rate every set mileage until the wear rate reaches stability includes:

[0026] Calculate the wear rates at different positions on the wheel tread every set mileage. When the wear rates at different positions all reach stability, it is considered that the overall wheel tread wear rate is stable, and obtain the mileage and wheel tread profile at this moment.

[0027] One or more embodiments provide a wheel tread wear acceleration calculation system, including:

[0028] A model simulation starting point acquisition module, configured to take the original wheel tread profile as the starting point of model simulation, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtain the mileage and wheel tread profile at this moment;

[0029] The tread wear acceleration calculation module is used to take the current mileage and the wheel tread profile as the starting point of model simulation, and magnify the running mileage and wear amount calculated for each wheel by a certain magnification until the cumulative running mileage of the vehicle meets the requirements of the total calculation mileage.

[0030] Further, the wheel tread wear rate is calculated using the Archard wear model, the wear model based on friction work, or the wear model based on wear index.

[0031] Further, magnifying the running mileage and wear amount calculated for each wheel by a certain magnification includes:

[0032] Magnify the running mileage and wear amount according to the set magnification factor, and accumulate them to the running mileage and wear amount obtained from the previous calculation.

[0033] Further, magnifying the running mileage and wear amount calculated for each wheel by a certain magnification includes:

[0034] Obtain the wear amount at each position on the wheel tread calculated for the current round;

[0035] Taking the set wear amount as the profile update condition, use the ratio of the set wear amount to the maximum tread wear amount of this round as the magnification factor for this round;

[0036] According to the magnification factor, magnify the wear amount and running mileage in this calculation, and accumulate them to the running mileage and wear amount obtained from the previous calculation.

[0037] Further, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, including:

[0038] Calculate the wear rate at different positions on the wheel tread every set mileage. When the wear rates at different positions all reach stability, it is considered that the overall wheel tread wear rate is stable, and obtain the mileage and wheel tread profile at this moment.

[0039] One or more embodiments provide an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the wheel tread wear acceleration calculation method.

[0040] One or more embodiments provide a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, it implements the wheel tread wear acceleration calculation method.

[0041] The above one or more technical solutions have the following beneficial effects:

[0042] This application fully considers the phenomenon that the matching between the new unworn wheel tread and the rail is not ideal, resulting in rapid wear of the wheel tread during the initial operation stage of the vehicle. It provides a two-stage accelerated calculation method for wheel tread wear. First, by analyzing the relationship between wheel tread wear and running mileage, the mileage when the wear rate reaches stability is obtained. Then, starting from this mileage and the corresponding tread profile as the model simulation starting point, accelerated calculation is carried out according to the magnification method, so as to ensure the correctness of the tread wear calculation result while improving the operation speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The specification drawings forming a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention.

[0044] Figure 1 It is a vehicle-track multi-body dynamics model constructed in one or more embodiments of the present invention;

[0045] Figure 2 It is the track set in one or more embodiments of the present invention;

[0046] FIG. 3(a) is a comparison of the calculation results of the complete wheel tread wear profile when the wheel tread wear amount and the vehicle running mileage are magnified by 1 time and 2 times in one or more embodiments of the present invention;

[0047] FIG. 3(b) is a comparison of the calculation results of the partial enlarged wheel tread wear profile when the wheel tread wear amount and the vehicle running mileage are magnified by 1 time and 2 times in one or more embodiments of the present invention;

[0048] FIG. 4(a) is a comparison of the calculation results of the complete wheel tread wear profile when the wheel tread wear amount and the vehicle running mileage are magnified by 1 time and 5 times in one or more embodiments of the present invention;

[0049] FIG. 4(b) is a comparison of the calculation results of the partial enlarged wheel tread wear profile when the wheel tread wear amount and the vehicle running mileage are magnified by 1 time and 5 times in one or more embodiments of the present invention;

[0050] Figure 5 It is the change of the wear rate of each point at different positions of the wheel tread with the vehicle running mileage in one or more embodiments of the present invention;

[0051] FIG. 6(a) is a comparison of the calculation results of the complete wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle running mileage are magnified by 1 time and 2 times when calculating starting from the stable wear profile in one or more embodiments of the present invention;

[0052] Figure 6(b) shows the comparison of the calculation results of the wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle operation mileage are magnified by 1 time and 2 times respectively, starting from the stable wear profile in one or more embodiments of the present invention;

[0053] Figure 7(a) shows the comparison of the calculation results of the complete wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle operation mileage are magnified by 1 time and 5 times respectively, starting from the stable wear profile in one or more embodiments of the present invention;

[0054] Figure 7(b) shows the comparison of the calculation results of the partially magnified wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle operation mileage are magnified by 1 time and 5 times respectively, starting from the stable wear profile in one or more embodiments of the present invention;

[0055] Figure 8(a) shows the comparison of the calculation results of the complete wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle operation mileage are magnified by 1 time and 10 times respectively, starting from the stable wear profile in one or more embodiments of the present invention;

[0056] Figure 8(b) shows the comparison of the calculation results of the partially magnified wheel tread wear profile at the same actual mileage when the wheel tread wear amount and the vehicle operation mileage are magnified by 1 time and 10 times respectively, starting from the stable wear profile in one or more embodiments of the present invention;

[0057] Figure 9 is the flowchart of the wheel tread wear acceleration calculation method in one or more embodiments of the present invention. Detailed implementation manners

[0058] It should be noted that the following detailed description is exemplary and is intended to provide further illustration of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present invention belongs.

[0059] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary embodiments of the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0060] In the case of no conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0061] Embodiment 1

[0062] To solve the problem that the commonly used acceleration methods in the prior art will cause errors in the calculated wheel tread wear amount and wear profile, through analysis, it is found that the main reason for the error is that the wheel tread wear rate when amplifying the wheel tread wear amount, that is, the ratio of the wheel tread wear amount to the vehicle operation mileage, does not reach stability. The specific analysis process is as follows:

[0063] When the vehicle runs on the track, the wheel-rail interaction occurs and causes wear on the wheel tread (at the same time, the rail will also wear). Similar to common friction pairs such as gears and bearings, there is also a "running-in" phenomenon between the wheel and the rail: at the beginning, the matching between the new unworn wheel tread and the rail is not ideal, resulting in faster wear (larger wear rate) of the wheel tread in the initial operation stage of the vehicle; the rapid wear of the wheel tread in the initial operation stage quickly changes the tread profile, making the matching between the tread profile and the rail improve rapidly; after the matching improves, the wear rate of the tread gradually decreases and finally tends to be stable.

[0064] Therefore, based on the cause of this error and the solution measures, this embodiment discloses a wheel tread wear acceleration calculation method applied to the wheel tread wear simulation analysis process, dividing the acceleration method into two stages: the first stage is the normal calculation stage without amplification; the second stage starts when the wheel tread wear rate reaches stability, and in the remaining vehicle operation mileage thereafter, the tread wear amount and vehicle operation mileage in a single calculation are proportionally amplified, thereby accelerating the calculation speed. Since the proportional amplification operation is carried out on the basis of the stable wheel tread wear rate, the present invention can not only ensure the correctness of the tread wear calculation result but also accelerate the calculation speed. Specifically, the method specifically includes the following steps:

[0065] Step 1: Establish a vehicle-rail multi-body dynamics model according to vehicle parameters and line conditions.

[0066] Specifically, apply the multi-body system dynamics theory to establish a multi-degree-of-freedom lateral-vertical-longitudinal coupling dynamics model of the rail vehicle, including 1 car body, 2 bogies, 4 wheel sets and 8 axle boxes. The establishment of the multi-body dynamics model can be realized by existing methods and is not limited herein.

[0067] Step 2: Obtain the wheel-rail rolling contact parameters through dynamic simulation analysis.

[0068] Step 3: Take the original wheel tread profile as the starting point of the model simulation, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtain the mileage and wheel tread profile at this moment.

[0069] The original wheel tread profile refers to the initial tread profile provided to the simulation model, which may be a new, unworn tread, a worn tread, or any other type of tread.

[0070] Taking the original wheel tread profile as the starting point of the model simulation, a wheel tread wear simulation analysis is carried out. The calculated wheel tread wear rate is obtained by using the Archard wear model, the wear model based on frictional work, or the wear model based on the wear index.

[0071] Specifically, after the vehicle runs once on the set track at the set speed, the tread wear amount is calculated and the worn profile is updated for the next calculation (at this time, the tread wear amount and the vehicle running mileage in a single calculation are not magnified). By repeating such calculations and continuously increasing the vehicle running mileage, while observing the change of the wear rate of each point at different positions on the wheel tread with the vehicle running mileage, until the wear rate reaches stability, the mileage and the wheel tread profile at this moment are obtained.

[0072] In this embodiment, for different positions on the tread, the wheel tread wear rate is calculated every set mileage. According to the change relationship between the wear rates of multiple positions on the tread and the vehicle running mileage, when the wear rates of multiple positions on the tread are all stable, it is considered that the overall tread is stable, and the mileage and the wheel tread profile at this moment are taken. As Figure 5 shown, different positions on the tread are taken respectively: -0.025m, -0.02m, -0.015m, -0.01m, -0.005m, 0.0m, 0.005m, and 0.01m. The change of the wear rate of each point at these different positions on the wheel tread with the vehicle running mileage is analyzed, and the vehicle running mileage corresponding to the stable wear rate is 22,500 km.

[0073] Step 4: Taking the mileage and the wheel tread profile at this moment as the starting point of the model simulation, the running mileage and the wear amount in each round of calculation are magnified by a magnifying method until the cumulative vehicle running mileage meets the requirement of the total calculated mileage.

[0074] Specifically, taking the vehicle running mileage when the wear rate reaches stability as the starting point of the wheel tread wear acceleration calculation, and at the same time using the worn tread profile at this time as the calculation profile. In this embodiment, that is, taking 22,500 km as the starting point of the mileage, and taking the wheel tread profile corresponding to this mileage as the new starting point of the model simulation. In the subsequent mileage calculation, a fixed multiple magnifying method or a variable magnifying multiple method is used to proportionally magnify the tread wear amount and the vehicle running mileage in a single calculation, calculate the magnified tread wear amount and update the worn profile for the next calculation. By repeating such calculations until the cumulative vehicle running mileage meets the requirement of the total calculated mileage. The above method can not only ensure the correctness of the tread wear calculation result, but also accelerate the calculation speed.

[0075] The amplification of the running mileage and wear amount calculated in each round by amplification includes:

[0076] (1) Amplification method with a fixed multiple

[0077] Amplify the running mileage and wear amount according to the set amplification multiple, and accumulate them to the running mileage and wear amount calculated last time.

[0078] Generally, the set amplification multiple in each calculation is the same. Those skilled in the art can understand that the calculator can determine the required amplification multiple by himself according to experience and the requirements of calculation time. In this embodiment, when the amplification multiple is set to 2, 5 or 10, the calculated results are the same.

[0079] (2) Amplification method with a variable amplification multiple

[0080] Set the maximum wear depth dh of the wheel tread allowed when the vehicle runs on the track once max ; Subsequently, perform the i-th calculation (that is, the vehicle runs on the track for the i-th time, i≥1), obtain the wear amounts at various positions on each wheel tread, find the position and size of the maximum wear amount among them, that is, obtain the maximum wear depth of each wheel in this calculation. For one of the wheels, assume that the maximum wear depth of the wheel tread in this calculation is dh imax , and calculate the amplification factor ε i =dh max / dh imax , that is, the ratio between the allowed wear amount and the maximum wear amount at each position on the wheel tread in each calculation; Then amplify the wear amount dh i of the entire tread in this calculation, that is, dh i =dh i ×ε i , and at the same time amplify the vehicle running mileage L i , that is, L i =L i ×ε i ; Finally, subtract the amplified tread wear amount from the wheel tread profile used in this calculation to obtain a new wheel tread profile, and use it for the (i + 1)-th calculation. Repeat the above calculation process until the cumulative running mileage of the vehicle meets the requirements of the total calculation mileage. Those skilled in the art can understand that in the method of "variable amplification multiple", the amplification factor may be different for different rounds (wheels), and for the same wheel in different calculation rounds.

[0081] As an example, the wheel tread profile is shown in Fig. 3(a). After a certain calculation is completed, the model will calculate the wear amount at each position on the tread. Suppose the maximum wear amount found is 0.01 mm, and assume that the maximum allowable wear depth of the wheel tread when the vehicle runs on the track once is 0.1 mm. Then the magnification factor in this calculation is 0.1 mm / 0.001 mm = 10. So, the wear amount at each position on the tread in this calculation is multiplied by 10 times, thus magnifying the tread wear amount in this calculation (after magnification, the maximum wear amount is the allowable value of 0.1 mm). The physical meaning of magnifying by 10 times is that after the vehicle running mileage is magnified by 10 times, the wear amounts at various positions on its tread are 10 times the wear amounts at various positions on the tread when the mileage is 1 times. That is to say, as long as the maximum wear amount of the tread does not exceed 0.1 mm, then the wear amounts at various positions on the tread are proportional to the vehicle running mileage.

[0082] To verify the above two-stage-based accelerated calculation method for wheel tread wear, for the model in the example below, examine the variation of the wear rate at each point at different positions on the wheel tread with the vehicle running mileage when "magnifying by 1 time" (i.e., without magnifying the tread wear amount and the vehicle running mileage). The model calculates starting from the unworn new profile, and the results are as Figure 5 shown. It can be seen from the figure that as the vehicle running mileage increases, the wear rates at each point at different positions on the wheel tread gradually tend to be stable and basically remain unchanged after 22,500 km, which also shows that there is indeed a "running-in" process between the wheel and the rail. In addition, the fact that the wear rate basically remains unchanged means that after 22,500 km, the newly generated tread wear amount and the additional mileage are linearly related. From this, it can be guessed that if the worn tread profile calculated when the vehicle runs 22,500 km is used as the starting profile of the model for calculation, and the tread wear amount and the vehicle running mileage are magnified by different magnification factors in this example, as long as the actual vehicle running mileage is the same, then the tread wear amounts calculated at different magnification factors should be the same.

[0083] To verify the above conjecture, the worn tread profile calculated when the vehicle runs 22,500 km under the condition of "magnification factor of 1" was used as the starting point of the model to calculate the profile, and the calculation results of the wheel tread wear profiles at different magnification factors were compared, as shown in Figures 6 - 8. It can be seen from Figure 6 that the tread wear profiles of "magnification factor of 1 _ calculated 10 times" and "magnification factor of 2 _ calculated 5 times" almost coincide; at the same time, the tread wear profiles of "magnification factor of 1 _ calculated 50 times" and "magnification factor of 2 _ calculated 25 times" are also almost the same. In Figure 7, the tread wear profiles of "magnification factor of 1" and "magnification factor of 5" are compared, and in Figure 8, the tread wear profiles of "magnification factor of 1" and "magnification factor of 10" are compared. The conclusions are all the same, that is, as long as the actual running mileage of the vehicle is the same, the wheel tread wear amount is almost the same, regardless of the "magnification factor" set during the calculation, thus verifying the above conjecture. This means that a larger "magnification factor" can be set to accelerate the calculation speed of the wheel tread wear simulation (for example, if the "magnification factor of 10" is set, then the simulation calculation only needs to be carried out once to obtain almost the same wheel tread wear result as that calculated 10 times with the "magnification factor of 1", and the calculation efficiency is increased by 9 times).

[0084] Embodiment 2

[0085] A wheel tread wear acceleration calculation system includes:

[0086] A multi-body dynamics model construction module for establishing a vehicle-rail multi-body dynamics model according to vehicle parameters and line conditions;

[0087] An original tread profile acquisition module for acquiring the original wheel tread profile;

[0088] A model simulation starting point acquisition module for using the original wheel tread profile as the starting point of the model simulation, calculating the wheel tread wear rate every set mileage until the wear rate reaches stability, and acquiring the mileage and wheel tread profile at this moment;

[0089] A tread wear acceleration calculation module for using the mileage and wheel tread profile at this moment as the starting point of the model simulation, and magnifying the running mileage and wear amount calculated for each round through magnification until the cumulative running mileage of the vehicle meets the requirement of the total calculation mileage.

[0090] Embodiment 3

[0091] The purpose of this embodiment is to provide an electronic device.

[0092] An electronic device includes a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the method described in Embodiment 1.

[0093] Embodiment 4

[0094] The purpose of this embodiment is to provide a computer-readable storage medium.

[0095] A computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the method described in Embodiment 1 is implemented.

[0096] For the problem that the currently commonly used wear acceleration method will cause large errors in the calculated tread wear amount and wear profile, the above one or more embodiments have discovered the reasons for the errors; and proposed an acceleration method for calculating the tread wear of a wheel, which can not only ensure the correctness of the tread wear calculation result, but also speed up the calculation speed.

[0097] Each step and method involved in the above Embodiments 2 to 4 corresponds to those in Embodiment 1. For the specific implementation manners, reference may be made to the relevant description part of Embodiment 1. The term "computer-readable storage medium" should be understood to include a single medium or multiple media including one or more instruction sets; it should also be understood to include any medium that can store, encode, or carry an instruction set for execution by a processor and enable the processor to execute any method in the present invention.

[0098] Those skilled in the art should understand that the above-mentioned modules or steps of the present invention can be implemented by a general-purpose computer device. Optionally, they can be implemented by program codes executable by a computing device, so that they can be stored in a storage device and executed by the computing device, or they can be separately fabricated into individual integrated circuit modules, or multiple modules or steps among them can be fabricated into a single integrated circuit module to implement. The present invention is not limited to any specific combination of hardware and software.

[0099] Although the specific implementation manners of the present invention have been described above in conjunction with the accompanying drawings, it is not a limitation on the protection scope of the present invention. Those skilled in the art should understand that based on the technical solutions of the present invention, various modifications or deformations that can be made without creative efforts by those skilled in the art are still within the protection scope of the present invention.

Claims

1. A method for accelerating the calculation of wheel tread wear, characterized in that, It includes the following steps: Taking the original wheel tread profile as the starting point of model simulation, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtain the mileage and wheel tread profile at this moment; Taking the mileage and wheel tread profile at this moment as the starting point of model simulation, amplify the running mileage and wear amount calculated for each wheel by a magnification method until the cumulative running mileage of the vehicle meets the requirement of the total calculated mileage; Calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, including: Calculate the wear rates at different positions on the wheel tread every set mileage. When the wear rates at different positions all reach stability, it is considered that the overall wheel tread wear rate is stable, and obtain the mileage and wheel tread profile at this moment; Amplify the running mileage and wear amount calculated for each wheel by a magnification method, including: Obtain the wear amounts at various positions on the wheel tread calculated in the current round; Taking the set wear amount as the profile update condition, use the ratio of the set wear amount to the maximum wear amount of the tread in this round as the magnification factor for this round; According to the magnification factor, amplify the wear amount and running mileage in this calculation, and accumulate them to the running mileage and wear amount obtained in the previous calculation.

2. The method for accelerating the calculation of wheel tread wear according to claim 1, characterized in that The wheel tread wear rate is calculated using the Archard wear model, the wear model based on frictional work, or the wear model based on wear index.

3. A wheel tread wear acceleration calculation system, characterized in that, It includes: A model simulation starting point acquisition module, which is used to take the original wheel tread profile as the starting point of model simulation, calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, and obtain the mileage and wheel tread profile at this moment; A tread wear acceleration calculation module, which is used to take the mileage and wheel tread profile at this moment as the starting point of model simulation, and amplify the running mileage and wear amount calculated for each wheel by a magnification method until the cumulative running mileage of the vehicle meets the requirement of the total calculated mileage; Calculate the wheel tread wear rate every set mileage until the wear rate reaches stability, including: Calculate the wear rates at different positions on the wheel tread every set mileage. When the wear rates at different positions all reach stability, it is considered that the overall wheel tread wear rate is stable, and obtain the mileage and wheel tread profile at this moment; Amplify the running mileage and wear amount calculated for each wheel by a magnification method, including: Obtain the wear amounts at various positions on the wheel tread calculated in the current round; Taking the set wear amount as the profile update condition, use the ratio of the set wear amount to the maximum wear amount of the tread in this round as the magnification factor for this round; According to the magnification factor, amplify the wear amount and running mileage in this calculation, and accumulate them to the running mileage and wear amount obtained in the previous calculation.

4. The wheel tread wear acceleration calculation system according to claim 3, wherein The wheel tread wear rate is calculated using the Archard wear model, the wear model based on frictional work, or the wear model based on wear index.

5. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the wheel tread wear acceleration calculation method described in any one of claims 1-2.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When this program is executed by the processor, it implements the wheel tread wear acceleration calculation method described in any one of claims 1-2.

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