A method for adding pads and adjusting springs for a six-axis articulated vehicle

Abstract

The present invention discloses a method for adding pads and adjusting springs for a six-axis articulated vehicle, which relates to the technical field of six-axis articulated vehicle manufacturing, and includes the following steps: constructing a stiffness correlation matrix model and a stiffness coefficient matrix model of the six-axis articulated vehicle mechanical system; constructing a stiffness matrix model of the six-axis articulated vehicle mechanical system based on the stiffness correlation matrix model and the stiffness coefficient matrix model; establishing a relationship model between padding and spring load changes based on the stiffness matrix model and the padding vector of the six-axis articulated vehicle mechanical system; obtaining gravity distribution data of the wheel axle of the six-axis articulated vehicle; and calculating a padding and spring adjustment strategy based on a simulated annealing algorithm according to algorithm index values, gravity distribution data, and the relationship model between padding and spring load changes. The present invention can quickly and accurately obtain a padding and spring adjustment strategy, which is convenient for accurately controlling wheel axle weight deviation and improving work efficiency when manufacturing a six-axis articulated vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of six-axis articulated vehicle manufacturing, in particular to a method for adding pads and adjusting springs for a six-axis articulated vehicle. Background Art

[0002] The six-axle articulated vehicle is an important marshaling form in urban rail vehicles. Its special marshaling structure enables the vehicle to have good curve negotiating performance. At the same time, it has the characteristics of compact structure, light axle weight, and flexible marshaling, which can adapt well to the complex line conditions of urban rail.

[0003] Controlling axle load, wheel load, and spring ripple is a critical aspect of the six-axle articulated vehicle manufacturing process. The distribution and deviation of wheel loads across the wheels directly impact the vehicle's adhesion and traction, traction performance, and overall vehicle dynamics.

[0004] According to IEC61133-2006 "Railway Facilities - Complete Vehicle Tests After Assembly and Before Operation of Railway Vehicles" and GB / T-32383-2020 "General Technical Conditions for Urban Rail Transit Linear Motor Vehicles": The difference between the wheel weight on any side and the average wheel weight on both sides shall not be greater than 4%, and the difference between the weight of any wheel on any axle and the average wheel weight of the axle shall not be greater than 4%; the axle weight of any driving axle shall not exceed 2% of the average weight of its driving axle, and the axle weight of any trailing axle shall not exceed 1% of the average weight of its trailing axle.

[0005] Currently, padding and spring adjustment for six-axle articulated vehicles relies primarily on trial and error, with repeated padding and weighing required until the target is met. If this fails, the vehicle body must be re-lifted and the bogie disassembled for padding. This complex process wears out connecting bolts, consumes manpower and resources, and results in extremely low efficiency. Furthermore, operator experience plays a significant role. Summary of the Invention

[0006] In order to obtain a padding and spring adjustment strategy that can accurately control wheel axle weight deviation and improve operating efficiency, the present invention provides a padding and spring adjustment method for a six-axle articulated vehicle.

[0007] In order to alleviate the above-mentioned problems, the technical solutions adopted by the present invention are as follows:

[0008] The present invention provides a method for adding pads and adjusting springs for a six-axis articulated vehicle, comprising the following steps:

[0009] S1. Construct a stiffness correlation matrix model of the six-axis articulated vehicle mechanical system;

[0010] S2. Construct a stiffness coefficient matrix model of the six-axis articulated vehicle mechanical system;

[0011] S3. Constructing a stiffness matrix model of the six-axis articulated vehicle mechanical system based on the stiffness correlation matrix model and the stiffness coefficient matrix model;

[0012] S4. Establishing a relationship model between padding and spring load change based on the stiffness matrix model and padding vector of the six-axis articulated vehicle mechanical system;

[0013] S5. Obtaining gravity distribution data of the wheel axles of the six-axis articulated vehicle;

[0014] S6. Based on the simulated annealing algorithm, the padding and spring adjustment strategy is calculated according to the algorithm index value, gravity distribution data and the relationship model between padding and spring load change.

[0015] In a preferred embodiment of the present invention, in step S1, a stiffness correlation matrix model T of the six-axis articulated vehicle mechanical system is constructed based on the 36 degrees of freedom and 65 stiffness force elements of the six-axis articulated vehicle.

[0016] In a preferred embodiment of the present invention,

[0017] The 36 degrees of freedom of a six-axle articulated vehicle include the vertical displacement Z degree of freedom, the lateral roll α degree of freedom and the nodding β degree of freedom of the vehicle body, bolster and frame, as well as the vertical displacement Z degree of freedom and the lateral roll α degree of freedom of the wheelset;

[0018] The 65 stiffness force elements of the six-axle articulated vehicle include 4 stiffness force elements equivalent to the power center plate, 9 stiffness force elements equivalent to the articulated center plate, 2 stiffness force elements equivalent to each secondary spring, 1 stiffness force element equivalent to each primary spring, and 1 stiffness force element equivalent to each wheel-rail contact point.

[0019] In a preferred embodiment of the present invention, in step S2, the stiffness coefficient matrix model of the six-axis articulated vehicle mechanical system is:

[0020] k=diag(K1,K2...K 64 ,K 65 )

[0021] Among them, the coefficients K1, K2...K 17 is the stiffness of the equivalent stiffness element of the center plate of the six-axis articulated vehicle, K 18 ,K 19 ...K 29 is the secondary spring stiffness of the six-axle articulated vehicle, K 30 ,K 31 ...K 53 is the primary spring stiffness of the six-axle articulated vehicle, K 54 ,K 55 ...K 65 is the wheel-rail contact stiffness of the six-axle articulated vehicle.

[0022] In a preferred embodiment of the present invention, in step S3, the stiffness matrix model of the six-axis articulated vehicle mechanical system is:

[0023] K=T T kT.

[0024] In a preferred embodiment of the present invention, in step S4, the relationship model between padding and spring load change is:

[0025] Fs=k(Tx+δ)

[0026] Where δ is the padding vector, x is the change in system displacement caused by adjusting the spring and adding the pad, and Fs is the change in spring load caused by adjusting the spring and adding the pad.

[0027] In a preferred embodiment of the present invention, the amount of padding provided on each spring of the six-axle articulated vehicle is δ i ,(i=1,…,65), then add pad vector

[0028] δ=[δ1, δ2, δ3, δ4, δ5, δ6…δ 64 ,δ 65 ] T .

[0029] In a preferred embodiment of the present invention, in step S5, the gravity distribution data of the wheel axles of the six-axis articulated vehicle includes the wheel axle gravity distribution data before and after the spring adjustment of the six-axis articulated vehicle;

[0030] The wheel axle gravity distribution data of the six-axle articulated vehicle before and after spring adjustment are obtained by weighing the axles using a weighing test bench.

[0031] In a preferred embodiment of the present invention, in step S6, the algorithm index value

[0032]

[0033] in,

[0034] is the wheel weight deviation rate, is the dynamic axle weight deviation rate, is the axle weight deviation rate.

[0035] Compared with the prior art, the present invention has the following beneficial effects:

[0036] By building a mechanical model for a six-axle articulated vehicle and establishing a padding and spring adjustment theory, we determined the relationship between the amount of padding and the change in spring load. This theory effectively derives the corresponding spring load change relationship for different vehicle models, ultimately yielding a padding and spring adjustment strategy that accurately controls axle load deviation and improves operational efficiency.

[0037] The simulated annealing algorithm was used to calculate the spring adjustment and padding scheme. This algorithm can effectively reduce the wheel weight deviation rate when the wheel axle weight exceeds the limit. At the same time, the spring padding position and amount can be effectively displayed, thus realizing the rapid calculation of the spring adjustment scheme and effectively improving the efficiency of workers in the padding and spring adjustment operation.

[0038] By comparing the results of adding pads and adjusting springs to a six-axle articulated vehicle using the method of the present invention with the results of adding pads and adjusting springs to a six-axle articulated vehicle using the method of the background art, Figure 5 It was found that compared with the existing technology, the measured wheel axle weight deviation of the six-axle articulated vehicle after spring adjustment using the method of the present invention was significantly improved and met the regulatory requirements. The maximum wheel weight deviation was reduced from 5.71% to 2.53%. Based on the method of the present invention, it is only necessary to establish the corresponding stiffness correlation matrix to promote its application to various models of six-axle articulated vehicles. This will provide strong theoretical support for the padding and spring adjustment operations of rail vehicles.

[0039] In order to make the above-mentioned objects, features and advantages of the present invention more clearly understood, embodiments of the present invention are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 This is a flow chart of the method for adding pads and adjusting springs for a six-axle articulated vehicle according to the present invention;

[0042] Figure 2 This is a schematic diagram of the overall structure of a six-axle articulated vehicle;

[0043] Figure 3 It is the wheel axle gravity model of six-axis articulated vehicle;

[0044] Figure 4 This is a schematic diagram of the calculation process of the simulated annealing algorithm;

[0045] Figure 5 It is the calculation process of simulated annealing algorithm;

[0046] Figure 6 Spring tuning scheme calculated for the simulated annealing algorithm. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0048] The invention discloses a method for adding pads and adjusting springs for a six-axis articulated vehicle.

[0049] Among them, the structure of the six-axle articulated vehicle is as follows Figure 2 、 3 As shown, there are three bogies, the outer ends of the A and B car bodies are connected to the non-articulated bogies (power bogies) through power center plates, while the inner end car bodies are connected to the articulated bogies through articulated center plates.

[0050] Please refer to Figure 1 The method for adding pads and adjusting springs for a six-axis articulated vehicle comprises the following steps:

[0051] S1. Construct a stiffness correlation matrix model of the six-axis articulated vehicle mechanical system.

[0052] According to the 36 degrees of freedom and 65 stiffness force elements of the six-axis articulated vehicle, the stiffness correlation matrix model T of the six-axis articulated vehicle mechanical system is constructed.

[0053] For the 65 stiffness force elements, each vehicle component such as the vehicle body and frame is equivalent to a rigid body with mass, and each vehicle load-bearing force element is equivalent to a stiffness force element, that is:

[0054] Each dynamic center plate is equivalent to 4 stiffness force elements; the articulated center plate is equivalent to 9 stiffness force elements; since the secondary spring is surface-loaded, in addition to transmitting vertical force and rolling direction torque, it also transmits nodding direction torque, so each secondary spring is equivalent to 2 stiffness force elements; each primary spring mainly transmits vertical force, so it is equivalent to 1 stiffness force element; for each wheel-rail contact point, it is equivalent to 1 stiffness force element.

[0055] The 36 degrees of freedom of a six-axle articulated vehicle include the vertical displacement Z degree of freedom, the lateral roll α degree of freedom and the nodding β degree of freedom of the vehicle body, the bolster and the frame, as well as the vertical displacement Z degree of freedom and the lateral roll α degree of freedom of the wheelset.

[0056] S2. Construct a stiffness coefficient matrix model of the six-axis articulated vehicle mechanical system, specifically:

[0057] k=diag(K1,K2...K 64 ,K 65 )

[0058] Among them, the coefficients K1, K2...K 17is the stiffness of the equivalent stiffness element of the center plate of the six-axis articulated vehicle, K 18 ,K 19 ...K 29 is the secondary spring stiffness of the six-axle articulated vehicle, K 30 ,K 31 ...K 53 is the primary spring stiffness of the six-axle articulated vehicle, K 54 ,K 55 ...K 65 is the wheel-rail contact stiffness of the six-axle articulated vehicle.

[0059] S3. Construct the stiffness matrix model of the six-axis articulated vehicle mechanical system based on the stiffness correlation matrix model and the stiffness coefficient matrix model.

[0060] K=T T kT.

[0061] S4. Based on the stiffness matrix model and padding vector of the six-axis articulated vehicle mechanical system, a relationship model between padding and spring load change is established.

[0062] Assume that the amount of padding added to each spring is δ i , (i=1,…,65), we can get the padding vector δ:

[0063] δ=[δ1, δ2, δ3, δ4, δ5, δ6…δ 64 ,δ 65 ] T

[0064] The system equation of spring plus pad is:

[0065] T T k(Tx+δ)=0

[0066] When there is no external force, the right side of the equation is 0. Decomposing the above equation and moving the terms, we get:

[0067] T T kTx=-T T kδ

[0068] The equilibrium equation of the system is obtained by adjusting the spring and adding the gasket:

[0069] Kx=F0

[0070] Where x is the system displacement change caused by adjusting the spring and adding the gasket, and F0 is the external force vector caused by adjusting the spring and adding the gasket. F0 is obtained as:

[0071] F0=-T T kδ

[0072] By moving Kx=F0, the system displacement change x is obtained as:

[0073] x=K -1 F0

[0074] The final relationship model between padding and spring load change is:

[0075] Fs=k(Tx+δ),

[0076] Where δ is the padding vector, x is the change in system displacement caused by adjusting the spring and adding the pad, and Fs is the change in spring load caused by adjusting the spring and adding the pad.

[0077] S5. Obtain gravity distribution data of the wheel axles of the six-axis articulated vehicle.

[0078] The gravity distribution data of the wheel axle of the six-axis articulated vehicle includes the wheel axle gravity distribution data before and after spring adjustment, and both are obtained by weighing the wheel axle on a weighing test bench.

[0079] The wheel weight data (gravity distribution data) obtained from actual weighing is then screened, and the wheel axle weight distribution data with the most severe working conditions is selected to obtain the final gravity distribution data for the six-axle articulated vehicle axles. The severe working conditions are divided into: wheel weight deviation exceeding the limit; axle weight deviation exceeding the limit; and both wheel weight deviation and axle weight deviation exceeding the limit.

[0080] S6, such as Figure 4 As shown, based on the simulated annealing algorithm, the padding and spring adjustment strategy is calculated according to the algorithm index value, gravity distribution data and the relationship model between padding and spring load change.

[0081] After obtaining the actual wheel axle weight distribution, the algorithm index value is set. The ultimate goal of adjusting the spring is to make the various parameters meet the standards when the vehicle is weighed, so the index value is based on the standard vehicle wheel axle weight deviation rate. Since a single index value is used, it is necessary to comprehensively consider the wheel weight deviation rate, the driving axle weight deviation rate, and the trailing axle weight deviation rate. However, the deviation rate percentages are different. In order to make all parameters meet the standards at the same time, the algorithm index value ζ 算法 The settings are as follows:

[0082]

[0083] in,

[0084] is the wheel weight deviation rate, is the dynamic axle weight deviation rate, For the axle weight deviation rate, all deviation rates exceeding the limit are increased to 4%, so that only the indicator value ζ 算法 When it is less than 4%, the three vehicle parameters are all within the standard range.

[0085] The calculation process of the simulated annealing algorithm is as follows Figure 4 As shown, an initial solution ω is generated, corresponding to a possible spring adjustment scheme, and the objective function f(ω) is calculated. A random perturbation is applied to the initial solution to obtain a new solution ω'. Each solution is substituted into the relationship model between shimming and spring load change to obtain the spring load change Fs caused by shimming. The weight distribution data after spring adjustment is then obtained based on the wheel axle redistribution data, thereby calculating the corresponding objective function f(ω'), the algorithm index value. The difference between the objective function values ​​of the new solution and the initial solution is calculated, Δf = f(ω') - f(ω). A determination is then made as to whether Δf ≤ 0. If the objective function value of the new solution decreases compared to the initial solution, the new solution is accepted as the current optimal solution, i.e., ω = ω' and f(ω) = f(ω'). If the new solution increases compared to the initial objective function value, the Metropolis criterion is used to determine whether the new solution is the current optimal solution based on probability. Specifically, the algorithm index values ​​are compared and the better solution is selected as the spring adjustment scheme. Then determine whether the number of iterations has been reached. If not, apply random perturbations to the current optimal solution to generate a new solution ω', and start the next cycle. If the number of iterations has been reached, determine whether the termination condition has been met. If not, reduce the current temperature according to the cooling coefficient, apply random perturbations to the current optimal solution to generate a new solution ω', and start the next cycle. If the termination condition has been met, terminate the operation and output the currently calculated optimal solution. The optimal solution is the spring adjustment solution calculated by the simulated annealing algorithm. Since the numbers in the padding vector δ are strictly arranged in positional order when establishing the padding vector, the series of optimal solutions calculated also know the padding position and padding amount.

[0086] The optimization calculation is performed by simulated annealing algorithm, and the calculation process is obtained as follows: Figure 5 As shown, the spring adjustment scheme calculated by the simulated annealing algorithm is as follows Figure 6 As shown, the maximum wheel weight deviation is reduced from 5.71% (the result of padding and adjusting springs for a six-axle articulated vehicle using the method in the background technology) to 2.53%, and the corresponding spring padding amount and the corresponding padding position are obtained, thereby realizing the solution of the spring adjustment scheme for the wheel axle weight with serious deviation.

[0087] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A method for adding pads and adjusting springs for a six-axis articulated vehicle, characterized in that: The following steps are involved: S1. Based on the 36 degrees of freedom and 65 stiffness force elements of the six-axis articulated vehicle, a stiffness correlation matrix model T of the six-axis articulated vehicle mechanical system is constructed; S2. Construct the stiffness coefficient matrix model of the six-axis articulated vehicle mechanical system, which is k=diag(K1,K2...K 64 ,K 65 ) Among them, the coefficients K1, K2...K 17 is the stiffness of the equivalent stiffness element of the center plate of the six-axis articulated vehicle, K 18 ,K 19 ...K 29 is the secondary spring stiffness of the six-axle articulated vehicle, K 30 ,K 31 ...K 53 is the primary spring stiffness of the six-axle articulated vehicle, K 54 ,K 55 ...K 65 is the wheel-rail contact stiffness of the six-axle articulated vehicle; S3. According to the stiffness correlation matrix model T and the stiffness coefficient matrix model, the stiffness matrix model of the six-axis articulated vehicle mechanical system is constructed, which is K = T T kT; S4. According to the stiffness matrix model and padding vector of the six-axis articulated vehicle mechanical system, a relationship model between padding and spring load change is established: Fs=k(Tx+δ) Where δ is the padding vector, x is the change in system displacement caused by adjusting the spring and adding the pad, and Fs is the change in spring load caused by adjusting the spring and adding the pad; S5. Obtaining gravity distribution data of the wheel axles of the six-axis articulated vehicle; S6. Based on the simulated annealing algorithm, the padding and spring adjustment strategy is calculated according to the algorithm index value, gravity distribution data, and the relationship model between padding and spring load change; Algorithm indicator value in, is the wheel weight deviation rate, is the dynamic axle weight deviation rate, is the axle weight deviation rate.

2. The method for adding pads and adjusting springs for a six-axis articulated vehicle according to claim 1, characterized in that: The 36 degrees of freedom of a six-axle articulated vehicle include the vertical displacement Z degree of freedom, the lateral roll α degree of freedom and the nodding β degree of freedom of the vehicle body, bolster and frame, as well as the vertical displacement Z degree of freedom and the lateral roll α degree of freedom of the wheelset; The 65 stiffness force elements of the six-axle articulated vehicle include 4 stiffness force elements equivalent to the power center plate, 9 stiffness force elements equivalent to the articulated center plate, 2 stiffness force elements equivalent to each secondary spring, 1 stiffness force element equivalent to each primary spring, and 1 stiffness force element equivalent to each wheel-rail contact point.

3. The method for adding pads and adjusting springs for a six-axis articulated vehicle according to claim 2, characterized in that: Assume that the amount of padding for each spring in a six-axle articulated vehicle is δ i ; i=1,…,65; then add pad vector δ=[δ1,δ2,δ3,δ4,δ5,δ6…δ 64 ,d 65 ] T 。 4. The method for adding pads and adjusting springs for a six-axis articulated vehicle according to claim 3, characterized in that: In step S5, the gravity distribution data of the wheel axles of the six-axis articulated vehicle includes the wheel axle gravity distribution data before and after the spring adjustment of the six-axis articulated vehicle; The wheel axle gravity distribution data of the six-axle articulated vehicle before and after spring adjustment are obtained by weighing the axles using a weighing test bench.

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