Vehicle component vibration simulation test evaluation method based on wear-type wheel-rail relationship

Abstract

The application discloses a vehicle component vibration simulation test evaluation method based on an abrasion type wheel-rail relationship, and comprises the following steps: acquiring environmental data of a track and a vehicle; calculating vibration environmental acceleration of a vehicle component according to the environmental data of the track and the vehicle, wherein the vehicle component comprises an axle box, a frame and a vehicle body; obtaining three-direction vibration spectrum of the vehicle component based on simulation fitting operation according to the vibration environmental acceleration of the vehicle component; and performing performance evaluation on structural strength and dynamic performance of the vehicle component respectively according to the three-direction vibration spectrum of the vehicle component, so as to obtain evaluation results of the vehicle component. The vibration simulation test evaluation method based on the three-direction vibration spectrum fully considers a real track system and a vehicle system, is helpful to increase safety and reliability of the vehicle component, and ensures effective control of manufacturing cost.

Description

Technical Field

[0001] This invention relates to a vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationships, belonging to the technical field of rail transit vehicle components. Background Technology

[0002] Wear-prone wheel-rail relationships persist throughout the entire service life of rail vehicles. The deterioration of wheel-rail relationships during vehicle operation leads to vibration levels in vehicle components that far exceed standards and specifications, posing a significant challenge to the stability and safety of trains.

[0003] (1) During the service of the vehicle, the wheel flange and tread are in a state of wear for a long time, and their out-of-roundness level is constantly increasing, which causes the random vibration level of the vehicle suspension to increase continuously, which has a significant impact on the safety of the train.

[0004] (2) Under normal circumstances, the frequency and standard requirements for rail grinding are low. The wear of rail shoulders and the unevenness of rail gaps show a continuous increasing trend. The dynamic changes in rail profile lead to the continuous deterioration of wheel-rail relationship, resulting in a continuous increase in vehicle impact vibration, which has a significant impact on the stability of trains.

[0005] (3) Under normal circumstances, the structural design and optimization of vehicle components are carried out in accordance with industry standards. However, the severity of the boundary environment during the current service of trains far exceeds the standards. Therefore, the safety margin of vehicle components during service is low, and there are potential safety hazards.

[0006] (4) In terms of the safety and reliability of vehicle components, attempts were made to increase the safety factor during the design process. This not only greatly extended the development cycle of vehicle components, but also increased the manufacturing cost, resulting in an excessive safety margin.

[0007] Therefore, based on ensuring that the vehicle's stability and safety indicators meet the requirements, establishing reasonable vibration boundary conditions by utilizing the wear-type wheel-rail relationship and designing a method suitable for vibration test evaluation of vehicle components under service conditions is of great significance for the safe, reliable and economical operation of vehicles.

[0008] The information disclosed in this background section is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0009] The purpose of this invention is to overcome the shortcomings of the prior art and provide a vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationship. It fully considers the track system and vehicle system and formulates a vibration simulation test evaluation method that conforms to the actual conditions. This method not only helps to increase the safety and reliability of vehicle components, but also ensures effective control of manufacturing costs.

[0010] To achieve the above objectives, the present invention is implemented using the following technical solution:

[0011] This invention discloses a vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationships, comprising the following steps:

[0012] Acquire environmental data for tracks and vehicles;

[0013] Based on the environmental data of the track and vehicle, the vibration environmental acceleration of the vehicle components, including axle boxes, frames, and car bodies, is calculated.

[0014] Based on the vibration environment acceleration of the vehicle components, the three-dimensional vibration spectrum of the vehicle components is obtained through simulation fitting.

[0015] Based on the triaxial vibration spectrum of the vehicle component, the structural strength and dynamic performance of the vehicle component are evaluated, and the evaluation results of the vehicle component are obtained.

[0016] Furthermore, the steps for obtaining the three-dimensional vibration spectrum of the axle box are as follows:

[0017] Based on the vibration environment acceleration of the axle box, dynamic simulation was performed to obtain three-dimensional simulated vibration data of the axle box acquisition points;

[0018] Based on the triaxial simulated vibration data of the axle box collection points, extreme points are removed, and the data is fitted based on the preset axle box confidence level and envelope method to obtain the triaxial vibration spectrum of the axle box.

[0019] Furthermore, the vibration environment acceleration of the axle box includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration of the axle box.

[0020] The longitudinal vibration environmental acceleration a of the axle box 3x The expression is as follows:

[0021]

[0022] Where, δ x Represents the longitudinal composite wheel-rail displacement value; α represents the rail stiffness ratio coefficient; k rail β represents the safety factor of the rail during service; k represents the stiffness ratio coefficient of the vehicle; vehicle This indicates the safety factor of the vehicle during its service life; T represents the axle load of the train.

[0023] The lateral vibration environment acceleration a of the axle box 3y The expression is as follows:

[0024]

[0025] Where, δ y This represents the lateral composite wheel-rail displacement value;

[0026] The vertical vibration environment acceleration a of the axle box 3z The expression is as follows:

[0027]

[0028] Where, δ z This represents the vertical composite wheel-rail displacement value.

[0029] Furthermore, the steps for obtaining the triaxial vibration spectrum of the framework are as follows:

[0030] Based on the vibration environment acceleration of the frame, dynamic simulation is performed to obtain three-dimensional simulated vibration data of the frame acquisition points; the frame acquisition points include multiple frame crossbeam acquisition points and multiple frame side beam end acquisition points;

[0031] After processing the triaxial simulation vibration data of the frame beam acquisition points based on the preset acquisition coefficients, and combining it with the triaxial simulation vibration data of the frame side beam end acquisition points, extreme points are removed and the data is fitted based on the preset frame confidence level and envelope method to obtain the triaxial vibration spectrum of the frame.

[0032] Furthermore, the vibration environment acceleration of the frame includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration of the frame.

[0033] The longitudinal vibration environmental acceleration a of the structure 2x The expression is as follows:

[0034]

[0035] Where, δ x Indicates the longitudinal composite wheel-rail displacement value; k frame-x This represents the longitudinal stiffness value of the primary suspension system; T represents the axle load of the train; m0 represents the mass of the wheelset;

[0036] The lateral vibration environmental acceleration a of the structure 2y The expression is as follows:

[0037]

[0038] Where, δ y Indicates the lateral composite wheel-rail displacement value; k frame-y This represents the lateral stiffness value of the primary suspension system;

[0039] The vertical vibration environment acceleration a of the frame 2z The expression is as follows:

[0040]

[0041] Where, δ z Indicates the vertical composite wheel-rail displacement value; k frame-z This represents the vertical stiffness value of a primary suspension system.

[0042] Furthermore, the steps for obtaining the three-dimensional vibration spectrum of the vehicle body are as follows:

[0043] Based on the vibration environment acceleration of the vehicle body, dynamic simulation is performed to obtain three-dimensional simulated vibration data of the vehicle body acquisition points;

[0044] After averaging the three-dimensional simulated vibration data collected from the vehicle body, the three-dimensional vibration spectrum of the vehicle body is obtained by fitting the data based on the preset vehicle body confidence level and envelope method.

[0045] Furthermore, the vibration environment acceleration of the vehicle body includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration of the vehicle body.

[0046] The longitudinal vibration environmental acceleration a of the vehicle body 1x The expression is as follows:

[0047]

[0048] Where, δ x Indicates the longitudinal composite wheel-rail displacement value; k body-x This represents the longitudinal stiffness value of the secondary suspension system; T represents the axle load of the train; m1 represents the mass of the bogie;

[0049] The lateral vibration environment acceleration a of the vehicle body 1y The expression is as follows:

[0050]

[0051] Where, δ y Indicates the lateral composite wheel-rail displacement value; k body-y This represents the lateral stiffness value of the secondary suspension system;

[0052] The vertical vibration environment acceleration a of the vehicle body 1z The expression is as follows:

[0053]

[0054] Where, δ z Indicates the vertical composite wheel-rail displacement value; k body-z This represents the vertical stiffness value of the two-stage suspension system.

[0055] Furthermore, a performance evaluation of the structural strength of the vehicle components is conducted, including the following steps:

[0056] The triaxial vibration spectrum of the vehicle component is used as the vibration excitation of the vehicle component. The static strength and random vibration of the vehicle component are calculated based on the structural strength software. Bench tests are carried out on the fatigue strength test bench and the impact vibration test bench to obtain the allowable stress value of the base material and the allowable stress value of the weld of the vehicle component.

[0057] If the allowable stress value of the base material of the vehicle component is greater than the preset allowable stress limit of the base material, or if the allowable stress value of the weld of the vehicle component is greater than the preset allowable stress limit of the weld, then the evaluation result of the vehicle component is unqualified.

[0058] Furthermore, a performance evaluation of the dynamic properties of vehicle components is conducted, including the following steps:

[0059] The triaxial vibration spectrum of the vehicle component is used as the vibration excitation of the vehicle component. The dynamic performance of the vehicle component is verified based on dynamic software, and dynamic tests are carried out on a rolling vibration test bench to obtain the dynamic performance values ​​of the vehicle component.

[0060] If the dynamic performance value of the vehicle component exceeds the preset dynamic performance limit of the vehicle component, the evaluation result of the vehicle component is unqualified.

[0061] Furthermore, the vehicle component dynamic performance limits include axle box dynamic performance limits, frame dynamic performance limits, and vehicle body dynamic performance limits.

[0062] The axle box dynamic performance limits include the wheel-rail derailment coefficient limits;

[0063] The frame dynamic performance limits include vehicle body vertical stability limits and vehicle body lateral stability limits;

[0064] The vehicle body dynamics performance limits include the lateral acceleration limits at the frame ends.

[0065] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0066] The vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationships of this invention fully considers the track system and vehicle system, and formulates a vibration simulation test evaluation method that conforms to realistic conditions. This method not only helps to increase the safety and reliability of vehicle components, but also ensures effective control of manufacturing costs. It solves the problem of insufficient safety margin for vehicle components in the prior art, and achieves a significant improvement in the reliability of vehicle components. Attached Figure Description

[0067] Figure 1This is a flowchart of a vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationships;

[0068] Figure 2 This is a structural diagram of a vehicle component;

[0069] Figure 3 This is a structural diagram of the vehicle component data collection points;

[0070] In the diagram: 1. First data collection point; 2. Second data collection point; 3. Third data collection point; 4. Fourth data collection point; 5. Fifth data collection point; 6. Sixth data collection point; 7. Seventh data collection point; 8. Eighth data collection point; 9. Ninth data collection point; 10. Tenth data collection point; 11. Eleventh data collection point; 12. Twelfth data collection point; 13. Thirteenth data collection point; 14. Fourteenth data collection point; 15. Fifteenth data collection point; 16. Sixteenth data collection point; 17. Seventeenth data collection point; 18. Eighteenth data collection point; 19. Nineteenth data collection point; 20. Twentieth data collection point; 21. Wheelset; 22. Frame; 23. Axle box. Detailed Implementation

[0071] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0072] This embodiment discloses a vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationships, including the following steps:

[0073] Acquire environmental data for tracks and vehicles;

[0074] Based on environmental data of the track and vehicle, calculate the vibration environmental acceleration of vehicle components, including axle boxes, frames, and car bodies;

[0075] Based on the vibration environment acceleration of the vehicle components, the three-dimensional vibration spectrum of the vehicle components is obtained through simulation fitting.

[0076] Based on the triaxial vibration spectrum of the vehicle components, the structural strength and dynamic performance of the vehicle components are evaluated, and the evaluation results of the vehicle components are obtained.

[0077] The technical concept of this invention is: a vibration simulation test evaluation method based on the three-dimensional vibration spectrum of vehicle components, which fully considers the actual conditions of the track system and vehicle system, helps to increase the safety and reliability of vehicle components and ensures effective control of manufacturing costs.

[0078] like Figure 1 As shown, the specific steps are as follows:

[0079] Step 1: Calculate the vibration environment acceleration of vehicle components based on the environmental data of the track and vehicle.

[0080] 1.1: Safety factor of tracks and vehicles.

[0081] 1.1.1 Operational Limit ρ Based on Rail Irregularities TQI Common corrugations include wavelength λ and maximum corrugation depth limit d; and setting the safety factor k for rails during service. rail for:

[0082] k rail =k λ λ+k d d+k ρ ρ TQI

[0083] In the formula, k λ The wavelength coefficient of the corrugation is given. Based on a large amount of field test data, it was found that the long and short wavelength coefficients of the track are between 0.05 and 0.3. The value used in this embodiment is 0.21 (which appears most frequently).

[0084] λ is the wavelength of common corrugations, and its value is determined based on specific environmental data, typically ranging from 10 to 35 mm.

[0085] k d The wave depth coefficient is the wave depth coefficient of the corrugation. Depending on the vibration reduction degree of the track, the conventional value range is 0.09 to 0.14. The value used in this embodiment is 0.11 (which appears most frequently).

[0086] d is the maximum wave depth limit, which is determined based on specific environmental data, and is usually in the range of 0.2 to 0.8 mm;

[0087] k ρ The rail irregularity coefficient is defined by TBT3355-2014 "Dynamic Detection and Evaluation of Track Geometric State". The limit value for rail irregularity is between 0.11 and 0.15. The value used in this embodiment is 0.135 (which appears most frequently).

[0088] ρ TQI The operating limit for rail irregularities is determined based on specific environmental data, and typically ranges from 9 to 14.

[0089] 1.1.2 Based on the vehicle's overhaul mileage L1, the train's total design mileage L, the wheel polygon order N, the radial runout limit Δr, and the train's maximum operating speed v, a safety factor k is set for the vehicle during its service life. vehicle for:

[0090]

[0091] In the formula, k L The ratio of operating mileage is used as a coefficient. Based on a large amount of rail vehicle operation experience data, it was found that the proportion of maintenance mileage in the total design mileage is between 0.144 and 0.18. The value used in this embodiment is 0.164 (which appears most frequently).

[0092] L1 is the vehicle's overhaul mileage, which is determined based on specific environmental data and typically ranges from 180,000 to 250,000 kilometers.

[0093] L represents the total design mileage of the train, which is determined based on specific environmental data and typically ranges from 3.5 million to 4.5 million kilometers.

[0094] k N The polygon order coefficient of the wheel is determined based on wheel wear experience. Its stage value is between 0.003 and 0.087. The value used in this embodiment is 0.034 (which appears most frequently).

[0095] N is the order of the wheel polygon, which is determined based on the specific environmental data, and is usually in the range of 7 to 15.

[0096] k r The wheel radial runout control coefficient is taken between 0.22 and 0.39 based on the current experience of radial runout control for domestic vehicles. The value used in this embodiment is 0.31 (which appears most frequently).

[0097] Δr is the radial runout limit, which is determined based on specific environmental data, and is typically in the range of 0.4 to 0.8 mm.

[0098] k v The speed coefficient of the vehicle ranges from 0.09 to 0.11 depending on the different speed levels of the train. The value used in this embodiment is 0.1 (which appears most frequently).

[0099] v represents the train's maximum operating speed, which is determined based on specific environmental data and typically ranges from 80 km / h to 140 km / h.

[0100] 1.2: Wheel-rail displacement

[0101] 1.2.1 Based on the dynamic standard GB / T 5599-2019 "Specification for Evaluation and Testing of Dynamic Performance of Locomotives and Rolling Stock", the wheel-rail creep coefficient η and contact angle θ during wheel-rail contact range from 0.04 to 0.06 and 0.21 to 0.45, respectively. In this embodiment, the values ​​are 0.051 and 0.34, respectively. The wheel-rail dynamic displacement during train service includes the wheel-rail dynamic displacement of a general fastener track bed system, the wheel-rail dynamic displacement of a medium fastener track bed system, and the wheel-rail dynamic displacement of a [missing information] system, as detailed below:

[0102] The dynamic displacement of the wheel and rail in a typical fastener track bed system includes:

[0103] General longitudinal dynamic displacement value δ 1x :

[0104] Typical lateral dynamic displacement value δ 1y :

[0105] Typical vertical dynamic displacement value δ 1z :

[0106] In the formula, T represents the axle load of the train; g represents the acceleration due to gravity; η represents the wheel-rail creep coefficient; θ represents the contact angle; k rail α represents the safety factor of the rail during service; β represents the stiffness ratio of the rail; and β represents the stiffness ratio of the vehicle, satisfying: α / β≤0.6; k vehicle Indicates the safety factor of a vehicle during its service life; K 1x K 1y K 1z These represent the lateral and vertical equivalent stiffness values ​​of a typical fastener track bed system, respectively.

[0107] The dynamic wheel-rail displacement of a medium-speed fastener track bed system includes:

[0108] Medium longitudinal dynamic displacement value δ 2x :

[0109] Medium lateral dynamic displacement value δ 2y :

[0110] Medium vertical dynamic displacement value δ 2z :

[0111] In the formula, K 2x K 2y K 2z This represents the lateral and vertical equivalent stiffness values ​​of a medium-speed fastener track bed system.

[0112] The dynamic wheel-rail displacement of a high-grade fastener track bed system includes:

[0113] Higher longitudinal dynamic displacement values:

[0114] Advanced lateral dynamic displacement values:

[0115] Higher vertical dynamic displacement values:

[0116] In the formula, K3x K 3y K 3z This represents the lateral and vertical equivalent stiffness values ​​of the advanced fastener track bed system.

[0117] 1.2.2 Based on the three-dimensional dynamic displacement values ​​of different types of vibration-damping track bed systems mentioned above, and according to the mileage proportion of different types of track bed systems, the comprehensive wheel-rail displacement of the entire line is calculated:

[0118] Longitudinal composite wheel-rail displacement value δ x :

[0119] Lateral composite wheel-rail displacement value δ y :

[0120] Vertical composite wheel-rail displacement value δ z :

[0121] In the formula, S1, S2, and S3 represent the mileage of the general, medium, and high-grade fastener track bed systems, respectively; S represents the total mileage of the line.

[0122] 1.3 Vibration Environment Acceleration

[0123] Using the combined wheel-rail displacement of the entire line in section 1.2, the vibration environment acceleration of the vehicle components in the vehicle system is obtained, including the vibration environment acceleration of the axle box region, the vibration environment acceleration of the frame region, and the vibration environment acceleration of the car body region, as detailed below:

[0124] 1.3.1 The vibration environment acceleration in the axle box region includes:

[0125] longitudinal vibration environment acceleration a of the axle box 3x :

[0126] Lateral vibration environment acceleration a of the axle box 3y :

[0127] Vertical vibration environment acceleration a of the axle box 3z :

[0128] 1.3.2 The vibration environment acceleration in the frame area includes:

[0129] Longitudinal vibration environmental acceleration a of the frame 2x :

[0130] Frame lateral vibration environmental acceleration a 2y :

[0131] Vertical vibration environment acceleration a of the frame 2z :

[0132] In the formula, k frame-x k represents the longitudinal stiffness value of the primary suspension system. frame-y This represents the lateral stiffness value of the primary suspension system; k frame-z This represents the vertical stiffness value of the primary suspension system; m0 represents the mass of the wheelset.

[0133] 1.3.3 The vibration environment acceleration in the vehicle body area includes:

[0134] longitudinal vibration environmental acceleration a of the vehicle body 1x :

[0135] Lateral vibration environment acceleration a of vehicle body 1y :

[0136] Vertical vibration environment acceleration a of the vehicle body 1z :

[0137] In the formula, k body-x This represents the longitudinal stiffness value of the secondary suspension system; k body-y This represents the lateral stiffness value of the secondary suspension system; k body-z This represents the vertical stiffness value of the secondary suspension system; m1 represents the mass of the bogie.

[0138] Step 2: Based on the vibration environment acceleration of the vehicle components, obtain the three-dimensional vibration spectrum of the vehicle components through simulation fitting.

[0139] First, the vibration environment acceleration of the axle box, frame and body area is used as the formal boundary condition for design evaluation. It is input into the dynamics software SIMPACK for simulation to obtain three-dimensional simulation vibration data of the vehicle system collection points 1 to 20. The three dimensions include vertical, lateral and longitudinal. The specific locations of the collection points are shown in the figure below.

[0140] Simulated vibration data acquisition uses one train car as the statistical unit, such as... Figure 2 and Figure 3 As shown, a car body consists of one car body and two bogies. Each bogie mainly consists of two wheelsets 21 and one frame 22. Each wheelset 21 has an axle box 23 installed at each end. The triaxial vibration acquisition points for each region are as follows: axle box acquisition points are acquisition points 1 to 4 and 5 to 8; bogie acquisition points are acquisition points 9 to 12 and 13 to 16; and car body acquisition points are acquisition points 17 to 20.

[0141] Three-dimensional simulated vibration data were acquired from the axle box, frame, and vehicle body sampling points, and data fitting was performed, as detailed below:

[0142] 2.1: Data fitting of the axle box.

[0143] Since the triaxial vibration acquisition points in the axle box area are located at the same position, the rainflow counting method is used for the triaxial simulated vibration data of the 1st to 8th acquisition points. Considering the large amount and complex composition of the axle box vibration data, the confidence level of the axle box is taken as 95% according to GB / T 5599-2019 "Specification for Evaluation and Test of Dynamic Performance of Locomotives and Rolling Stock". After removing extreme values ​​from the triaxial simulated vibration data, the envelope method is used to fit the triaxial simulated vibration data to ensure that all triaxial simulated vibration data are within the envelope range, and the triaxial vibration spectrum Z1=F1(x) of the representative axle box is obtained.

[0144] Based on the triaxial simulation vibration data from the 1st to the 8th acquisition points, the vibration functions are obtained as follows: y = f1(x), y = f2(x)......y = f8(x);

[0145]

[0146] In the formula, 1, 2, ..., n represent the three-dimensional simulated vibration data collected at sampling frequency intervals of 1 second, and the same applies below.

[0147] 2.2: Data fitting of the framework.

[0148] The vibration sampling points in the frame area are located differently. Since the vibration magnitude is greater at the sampling points closer to the axle box, and the vibration magnitude at the sampling points of the frame crossbeams is smaller than that at the sampling points at the ends of the frame side beams, it is considered to increase the sampling coefficient ε at the sampling points of the frame crossbeams. Based on a large amount of measured data, it is found that its value ranges from 1.1 to 1.9. In this embodiment, the optimal value is taken as 1.42.

[0149] In this embodiment, the 11th-12th and 15th-16th sampling points are sampling points for the crossbeams of the frame; the 9th-10th and 13th-14th sampling points are sampling points for the ends of the side beams of the frame.

[0150] Considering that the frame vibration data is relatively small in magnitude and simple in composition after being filtered by the primary suspension, in accordance with TB / T 3548-2019 "General Rules for Strength Design and Test Appraisal of Locomotives and Rolling Stock", the frame confidence level is taken as 75%. After removing extreme values ​​from the three-dimensional simulated vibration data, the envelope method is used to fit the three-dimensional simulated vibration data to ensure that all three-dimensional simulated vibration data are within the envelope range, thus obtaining a representative three-dimensional vibration spectrum Z2=F2(x) of the frame.

[0151]

[0152] 2.3: Data fitting of the vehicle body.

[0153] The vibration sampling points in the vehicle body area are located differently. The vibration magnitude of the sampling points at the front and rear ends of the vehicle body is slightly larger than that of the sampling points in the middle. In this embodiment, the sampling points at the front and rear ends of the vehicle body are the 17th and 18th sampling points, and the sampling points in the middle are the 19th and 20th sampling points.

[0154] However, considering the vibration attenuation filtering effect of the vehicle's two-stage suspension system, the difference in the vibration data spectrum at different measurement points is small. Therefore, the confidence level of the vehicle body is set to 60%, and the three-dimensional simulated vibration data of the collection points are averaged. Based on the average data, the three-dimensional simulated vibration data are fitted using the envelope method to ensure that all three-dimensional simulated vibration data are within the envelope range, thus obtaining a representative three-dimensional vibration spectrum of the vehicle body Z3=F3(x).

[0155]

[0156] Step 3: Based on the triaxial vibration spectrum of the vehicle components, perform performance evaluations on the structural strength and dynamic performance of the vehicle components to obtain the evaluation results of the vehicle components.

[0157] 3.1 Structural strength

[0158] The structural strength performance evaluation of vehicle components such as axle boxes, frames, and car bodies is carried out separately, including the following steps:

[0159] Taking the axle box as an example, for the design and optimization of the axle box, the three-dimensional vibration spectrum of the axle box is used as the vibration excitation of the axle box. The static strength and random vibration of the axle box are calculated based on the structural strength software ANSYS. Bench tests are carried out on the fatigue strength test bench and the impact vibration test bench to obtain the allowable stress value of the base material and the allowable stress value of the weld of the axle box.

[0160] If the allowable stress value of the base material of the axle box exceeds the preset allowable stress limit of the base material, or if the allowable stress value of the weld of the axle box exceeds the preset allowable stress limit of the weld, the evaluation result of the axle box is unqualified.

[0161] The performance evaluation of the structural strength of the frame and vehicle body is similar.

[0162] Based on the three-dimensional vibration spectrum of the axle box, frame, and car body, and in accordance with the evaluation methods of EN 13749-2021 "Railway Applications - Wheelsets and Bogies", EN12663-2010 "Railway Applications - Requirements for the Structure of Railway Vehicles", and GB / T 5599-2019 "Specifications for Evaluation and Testing of Dynamic Performance of Locomotives and Rolling Stock", in order to evaluate the structural strength of different vehicle components of the vehicle system, the preset allowable stress limit of the base material for the axle box, frame, and car body is 110 MPa; the preset allowable stress limit of the weld is 60 MPa.

[0163] 3.2 Dynamic performance

[0164] The dynamic performance of vehicle components such as axle boxes, frames, and car bodies is evaluated, including the following steps:

[0165] 3.2.1 For the axle box, the triaxial vibration spectrum of the axle box is used as the vibration excitation of the axle box. The dynamic performance of the axle box is verified based on the dynamic software SIMPACK, and dynamic tests are carried out on the rolling vibration test bench to obtain the dynamic performance values ​​of the axle box.

[0166] If the dynamic performance value of the axle box exceeds the preset dynamic performance limit of the axle box, the evaluation result of the axle box component is deemed unqualified. In this embodiment, the dynamic performance value of the axle box is the derailment coefficient value of the wheel and rail; the preset dynamic performance limit of the axle box is the derailment coefficient limit of the wheel and rail, which is set to 0.8.

[0167] 3.2.2 For the frame, the three-dimensional vibration spectrum of the frame is used as the vibration excitation of the frame. The dynamic performance of the frame is verified based on the dynamic software SIMPACK. Dynamic tests are carried out on the rolling vibration test bench to obtain the dynamic performance values ​​of the frame.

[0168] If the dynamic performance value of the framework exceeds the preset dynamic performance limit of the framework, the evaluation result of the framework is unqualified.

[0169] In this embodiment, the dynamic performance value of the frame is the lateral acceleration value at the end of the frame; the preset dynamic performance limit of the frame is the lateral acceleration limit at the end of the frame, which is 0.8.

[0170] 3.2.3 For the vehicle body, the three-dimensional vibration spectrum of the vehicle body is used as the vibration excitation of the vehicle body. The dynamic performance of the vehicle body is verified based on the dynamic software SIMPACK, and dynamic tests are carried out on the rolling vibration test bench to obtain the dynamic performance values ​​of the vehicle body.

[0171] If the dynamic performance value of the vehicle body exceeds the preset dynamic performance limit of the vehicle body, the evaluation result of the vehicle body component is unqualified.

[0172] In this embodiment, the dynamic performance values ​​of the vehicle body include the vertical stability value and the lateral stability value. The preset dynamic performance limits of the vehicle body include the vertical stability limit and the lateral stability limit, both of which are 2.5.

[0173] Specifically, if the vertical stability value of the vehicle body is greater than 2.5, or the lateral stability value of the vehicle body is greater than 2.5, the evaluation result of the frame is unqualified.

[0174] Step 4: Based on the evaluation results of the vehicle components, if the evaluation results are unqualified, the corresponding vehicle components need to be structurally optimized, and the performance evaluation will be carried out again in Step 3 until the evaluation results are qualified, and the evaluation will end.

[0175] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0176] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0177] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0178] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0179] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationship, characterized by: Includes the following steps: Acquire environmental data for tracks and vehicles; Based on the environmental data of the track and vehicle, the vibration environmental acceleration of the vehicle components, including axle boxes, frames, and car bodies, is calculated. Based on the vibration environment acceleration of the vehicle component, a dynamic simulation is performed to obtain triaxial simulation vibration data; based on the triaxial simulation vibration data, a triaxial vibration spectrum of the vehicle component is obtained by fitting. Based on the triaxial vibration spectrum of the vehicle components, the structural strength and dynamic performance of each vehicle component are evaluated to obtain the evaluation results of the vehicle components. The vibration environment acceleration of the axle box includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration of the axle box. The longitudinal vibration environment acceleration of the axle box The expression is as follows: ； in, This represents the longitudinal composite wheel-rail displacement value; This represents the stiffness ratio of the rail. This indicates the safety factor of the rail during its service life; This represents the vehicle's stiffness ratio. This indicates the vehicle's safety rating during its service life; Indicates the axle load of the train; The lateral vibration environment acceleration of the axle box The expression is as follows: ； in, This represents the lateral composite wheel-rail displacement value; The vertical vibration environment acceleration of the axle box The expression is as follows: ； in, This represents the combined vertical wheel-rail displacement value; The vibration environment acceleration of the frame includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration. The longitudinal vibration environmental acceleration of the structure The expression is as follows: ； in, This represents the longitudinal composite wheel-rail displacement value; This represents the longitudinal stiffness value of the primary suspension system; Indicates the axle load of the train; Indicates the mass of the wheelset; The lateral vibration environment acceleration of the structure The expression is as follows: ； in, This represents the lateral composite wheel-rail displacement value; This represents the lateral stiffness value of the primary suspension system; The vertical vibration environment acceleration of the structure The expression is as follows: ； in, This represents the combined vertical wheel-rail displacement value; This represents the vertical stiffness value of a primary suspension system. The vibration environment acceleration of the vehicle body includes the longitudinal vibration environment acceleration, the lateral vibration environment acceleration, and the vertical vibration environment acceleration. The longitudinal vibration environment acceleration of the vehicle body The expression is as follows: ； in, This represents the longitudinal composite wheel-rail displacement value; This represents the longitudinal stiffness value of the secondary suspension system; Indicates the axle load of the train; Indicates the mass of the bogie; The lateral vibration environment acceleration of the vehicle body The expression is as follows: ； in, This represents the lateral composite wheel-rail displacement value; This represents the lateral stiffness value of the secondary suspension system; The vertical vibration environment acceleration of the vehicle body The expression is as follows: ； in, This represents the combined vertical wheel-rail displacement value; This represents the vertical stiffness value of the two-stage suspension system.

2. The vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationship according to claim 1, characterized in that, The steps for obtaining the three-dimensional vibration spectrum of the axle box are as follows: Based on the vibration environment acceleration of the axle box, dynamic simulation was performed to obtain three-dimensional simulated vibration data of the axle box acquisition points; Based on the triaxial simulated vibration data of the axle box collection points, extreme points are removed, and the data is fitted based on the preset axle box confidence level and envelope method to obtain the triaxial vibration spectrum of the axle box.

3. The vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationship according to claim 1, characterized in that the frame... The steps for obtaining the triaxial vibration spectrum are as follows: Based on the vibration environment acceleration of the frame, dynamic simulation is performed to obtain three-dimensional simulated vibration data of the frame acquisition points; the frame acquisition points include multiple frame crossbeam acquisition points and multiple frame side beam end acquisition points; After processing the triaxial simulation vibration data of the frame beam acquisition points based on the preset acquisition coefficients, and combining it with the triaxial simulation vibration data of the frame side beam end acquisition points, extreme points are removed and the data is fitted based on the preset frame confidence level and envelope method to obtain the triaxial vibration spectrum of the frame.

4. The vibration simulation test evaluation method for vehicle components based on wear-type wheel-rail relationship according to claim 1, characterized in that, The steps for obtaining the three-dimensional vibration spectrum of the vehicle body are as follows: Based on the vibration environment acceleration of the vehicle body, dynamic simulation is performed to obtain three-dimensional simulated vibration data of the vehicle body acquisition points; After averaging the three-dimensional simulated vibration data collected from the vehicle body, the three-dimensional vibration spectrum of the vehicle body is obtained by fitting the data based on the preset vehicle body confidence level and envelope method.

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