A method and system for measuring collision load of rail vehicle coupler

Abstract

The present invention relates to the field of collision measurement technology and discloses a method and system for measuring the collision load of a rail vehicle coupler, comprising: constructing a finite element simulation model of a coupler collision to determine a segmented step size and an error correction tolerance; obtaining a coupler load characteristic curve of the coupler collision system, and calculating a displacement response of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model; determining a calculated displacement of a characteristic point in the coupler collision system through the displacement response, determining an observed displacement of the characteristic point based on a collision test of the coupler collision system, and calculating an error value based on the calculated displacement and the observed displacement; comparing the error value with the error correction tolerance, and correcting the finite element simulation model based on the comparison result to obtain a corrected finite element simulation model; and calculating a load characteristic curve during a coupler collision using the corrected finite element simulation model. The present invention solves the problem of low accuracy in existing methods for measuring coupler collision loads.

Description

Technical Field

[0001] The present invention relates to the technical field of collision measurement, and in particular to a method and system for measuring collision load of a rail vehicle coupler. Background Art

[0002] Train collisions are prone to various forms of instability, such as derailment and train crawling. As the core force-transmitting component connecting the train bodies, the coupler's load-transfer characteristics during a collision are crucial for maintaining the collision posture of adjacent train bodies. During coupler collision testing, in rigid wall collision scenarios, force sensors can only measure the longitudinal collision load, while transverse and vertical loads cannot be directly obtained. For track collision scenarios, the longitudinal coupler collision load cannot be directly measured either.

[0003] Coupler collisions are typical of time-sequential load processes with short action times (usually ≤1s), making existing coupler load inverse measurement technologies difficult to directly apply. For example, the "Combined Electric Bridge-Type Coupler Multi-element and Multi-directional Load Measurement System and Decoupling Method" (CN201911053546.2) and the "Coupler Force Measurement Method and System Considering Longitudinal Loading and Additional Bending Moment" (CN202111671409.2) collect the strain distribution and variation patterns of the coupler under load to solve the inverse coupler load. However, for coupler collision scenarios, the requirements for short-term, high-precision measurement of strain data are very stringent. At the same time, structural damage to the coupler can cause a certain degree of damage to the strain measurement points and lines, thereby affecting the accuracy of the strain data and inverse load.

[0004] Unlike strain testing, which is difficult and often challenging to implement, crash testing uses high-speed video of the coupler's movements, recording and measuring the coupler's posture changes and displacement curves of key characteristic points. Therefore, inversely determining the load from the displacement response is a viable solution. The mapping relationship between coupler load and characteristic point displacement can be obtained by establishing and solving a corresponding finite element simulation model. Specifically, by adjusting the load input in the coupler crash simulation model, the calculated characteristic point displacements gradually approximate the measured response. When the approximation error meets the preset accuracy requirements, the model load input is considered a close approximation of the actual coupler load.

[0005] On the other hand, the inverse analysis of coupler impact load curves often results in cumulative errors, meaning the inverse curve gradually deviates from the target curve over time. In light of this, the present invention proposes a method for inverse analysis of coupler impact loads based on a "segmented, progressive, and retrospective error correction" approach. This method divides the complete coupler impact process into segments, inversely analyzing the loads for each segment. During this process, the inverse analysis is performed based on a preset deviation tolerance. If the error is too large, the inverse analysis is performed backtracking to the point of maximum deviation for the next round. Through multiple iterations, the accuracy of coupler impact load identification is further improved. Summary of the Invention

[0006] The present invention provides a method and system for measuring the collision load of a rail vehicle coupler, so as to solve the problem of low precision in the existing method for measuring the collision load of the coupler.

[0007] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0008] In a first aspect, the present invention provides a method for measuring a rail vehicle coupler collision load, comprising:

[0009] Construct a finite element simulation model of coupler collision based on the coupler collision test, and determine the segmentation step size and error correction tolerance;

[0010] Obtaining a coupler load characteristic curve of the coupler collision system based on theoretical experience and previous experiments, and calculating a displacement response corresponding to each segmented step of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model;

[0011] Determining a calculated displacement of a characteristic point in each segmented step length based on the displacement response, determining an observed displacement of the characteristic point in each segmented step length based on a collision test of a coupler collision system, and calculating an error value in each segmented step length based on the calculated displacement and the observed displacement in each segmented step length;

[0012] Comparing the error value in each segmented step with the error correction tolerance, iteratively calculating the error value in the segmented step when the error value is greater than the error correction tolerance, and correcting the finite element simulation model based on the iterative result;

[0013] When the error values ​​in all segmented step sizes are less than or equal to the error correction tolerance, a final corrected finite element simulation model is obtained, and the collision load during the coupler collision process is calculated using the final corrected finite element simulation model.

[0014] Optionally, the segmented step length is a segment of the total duration during the coupler collision test, and the segmentation requirements are:

[0015] The total duration of the coupler collision test is divided into N equal parts, where N is a positive integer greater than 2, each segment after the N equal parts is a segmented step, and the sum of the N segmented steps is the total duration of the coupler collision test.

[0016] Optionally, the calculating the displacement response corresponding to each segmented step of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model includes:

[0017] The coupler load characteristic curve is used as the initial input to calculate the displacement response of the coupler collision system. The calculation satisfies the following relationship:

[0018] ;

[0019] Where M represents the mass characteristic of the coupler collision system, C and K represent the damping and stiffness characteristics, respectively, and F represents the external load characteristic. 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

[0020] Optionally, calculating the error value in each segmented step based on the calculated displacement and the observed displacement in each segmented step includes:

[0021] ;

[0022] Where, Represents the error value, which is the sum of the displacement errors of each feature point. 、 Respectively i The calculated displacement and observed displacement of each feature point.

[0023] Optionally, when the error value is greater than the error correction error tolerance, iteratively calculating the error value in the segmented step size includes:

[0024] When the error value in the current segmented step is greater than the error correction tolerance, the damping characteristics and stiffness characteristics in the finite element simulation model are updated, and the displacement response corresponding to the segmented step is recalculated using the updated finite element simulation model. The new error value is then calculated using the new displacement response until the error value in the segmented step is less than or equal to the error correction tolerance.

[0025] Optionally, the iterative calculation further includes:

[0026] When the damping characteristics and stiffness characteristics in the finite element simulation model can no longer be updated during iterative calculation of a certain segmented step, it is determined that the current iteration has reached the maximum number of iterations;

[0027] When the iterative calculation reaches the maximum number of iterations, all error values ​​in the iterative calculation are obtained for comparison to obtain the maximum error value, and the moment when the maximum error value appears is used as the starting point for the next round of iterative calculation.

[0028] Optionally, correcting the finite element simulation model based on the iteration result includes:

[0029] All segmented step sizes are sorted in chronological order, and the damping characteristics and stiffness characteristics in the finite element simulation model are updated through iterative calculation in the sorted order. The updated finite element simulation model is the corrected finite element simulation model.

[0030] After the segmented step size of the current moment has corrected the finite element simulation model in the iterative calculation, the segmented step size of the adjacent next moment adopts the finite element simulation model corrected by the iterative calculation of the previous moment when performing calculation.

[0031] Optionally, obtaining the final corrected finite element simulation model when the error values ​​in all segmented step sizes are less than or equal to the error correction error tolerance includes:

[0032] When the error values ​​in all segmented steps are less than or equal to the error correction tolerance after iterative calculation, the finite element simulation model corrected by the iterative calculation of the last segmented step is the final corrected finite element simulation model.

[0033] Optionally, the calculating the collision load during the coupler collision process using the finally corrected finite element simulation model includes:

[0034] The collision load during the coupler collision process is calculated using the final corrected finite element simulation model to obtain the final collision load, which satisfies the following relationship:

[0035] ;

[0036] Where M represents the mass characteristic of the coupler collision system, C d , K t They represent the damping and stiffness characteristics after correction and update, and F represents the external load characteristics. 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

[0037] In a second aspect, an embodiment of the present application provides a rail vehicle coupler collision load measurement system, including a processor and a memory;

[0038] Memory for storing computer programs;

[0039] The processor is configured to implement any one of the method steps described in the first aspect when executing a program stored in the memory.

[0040] Beneficial effects:

[0041] The rail vehicle coupler collision load measurement method provided by the present invention constructs a coupler collision finite element simulation model based on a coupler collision test, and determines the segmented step size and the error correction tolerance; obtains the coupler load characteristic curve of the coupler collision system based on theoretical experience and previous experiments, and calculates the displacement response of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model; determines the calculated displacement of the characteristic point in the coupler collision system through the displacement response, determines the observed displacement of the characteristic point based on the collision test of the coupler collision system, and calculates the error value based on the calculated displacement and the observed displacement; compares the error value with the error correction tolerance, and corrects the finite element simulation model based on the comparison result to obtain the corrected finite element simulation model; and uses the corrected finite element simulation model to calculate the load characteristic curve during the coupler collision process. The present invention adopts load inversion based on displacement response approximation, which is easier to obtain and more reliable than strain measurement, and is particularly suitable for coupler collision scenarios.

[0042] It is further worth mentioning that this method adopts a piecewise progressive inverse identification framework, which discretizes the entire collision process into multiple stages. In each stage, the inverse is only for one stage, thereby gradually updating the model load input curve, improving the accuracy of load identification, and introducing a backtracking error correction mechanism, which can effectively control the error accumulation in the progressive iterative process and ensure that the errors of the entire load identification process are within the tolerance. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 Flowchart of a method for measuring collision load of a rail vehicle coupler according to a preferred embodiment of the present invention;

[0044] Figure 2 This is a schematic diagram of a test scenario of a single coupler impacting a rigid wall according to a preferred embodiment 1 of the present invention;

[0045] Figure 3 This is a comparison diagram of the results of a single coupler hitting a rigid wall scenario in the preferred embodiment 1 of the present invention;

[0046] Figure 4 This is a schematic diagram of a coupler offset collision test scenario according to a preferred embodiment 2 of the present invention;

[0047] Figure 5 This is a comparison diagram of longitudinal displacement curves of coupler offset collision according to the preferred embodiment 2 of the present invention;

[0048] Figure 6 This is a comparison diagram of vertical displacement of the coupler offset collision in the preferred embodiment 2 of the present invention;

[0049] Figure 7 This is a comparison diagram of the lateral displacement of the coupler offset collision according to the preferred embodiment 2 of the present invention;

[0050] Figure 8This is a schematic diagram of the coupler offset collision recognition load according to the preferred embodiment 2 of the present invention;

[0051] Figure 9 This is a schematic diagram of a scenario of a simulated track collision test of a coupler according to a preferred embodiment 3 of the present invention;

[0052] Figure 10 This is a comparison diagram of displacement curves of simulated track collision of a coupler according to a preferred embodiment 3 of the present invention;

[0053] Figure 11 This is a load diagram for the coupler simulation line collision test according to the preferred embodiment 3 of the present invention;

[0054] Figure 12 A logic block diagram of iterative calculation of a preferred embodiment of the present invention;

[0055] In the figure, 1.1, the first rigid wall; 1.2, the first force sensor; 1.3, the first high-speed camera; 1.4, the first test trolley; 1.5, the first track; 1.6, the first coupler to be impacted; 1.7, the second high-speed camera; 1.8, the first fixed hook head; 2.1, the second rigid wall; 2.2, the second force sensor; 2.3, the third high-speed camera; 2.4, the second test trolley; 2.5, the second track; 2.6, the moving coupler; 2.7, the fourth high-speed camera; 2.8, the stationary coupler; 3.1, the third rigid wall; 3.2, the front trolley; 3.3, the coupler to be tested; 3.4, the rear trolley; 3.5, the third track; 3.6, the fifth high-speed camera. DETAILED DESCRIPTION

[0056] The following is a clear and complete description of the technical solutions of the present invention. It should be understood that the embodiments described are only a portion of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0057] Unless otherwise defined, the technical or scientific terms used in the present invention shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "first", "second" and similar terms used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "a" do not indicate a quantity limitation, but rather indicate the existence of at least one. Words such as "connected" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship also changes accordingly.

[0058] Example 1

[0059] See Figure 1 The present invention provides a method for measuring a rail vehicle coupler collision load, comprising:

[0060] Construct a finite element simulation model of coupler collision based on the coupler collision test, and determine the segmentation step size and error correction tolerance;

[0061] Based on theoretical experience and previous experiments, the coupler load characteristic curve of the coupler collision system is obtained. The displacement response corresponding to each segmented step of the coupler collision system is calculated based on the coupler load characteristic curve and the finite element simulation model.

[0062] Determining a calculated displacement of a characteristic point in each segmented step through a displacement response, determining an observed displacement of the characteristic point in each segmented step based on a collision test of a coupler collision system, and calculating an error value in each segmented step based on the calculated displacement and the observed displacement in each segmented step;

[0063] Comparing the error value in each segmented step with the error correction tolerance, iteratively calculating the error value in the segmented step when the error value is greater than the error correction tolerance, and correcting the finite element simulation model based on the iterative result;

[0064] When the error values ​​in all segmented steps are less than or equal to the correction error tolerance, a final corrected finite element simulation model is obtained, and the collision load during the coupler collision process is calculated using the final corrected finite element simulation model.

[0065] Optionally, the segmented step length is a segment of the total duration during the coupler collision test, and the segmentation requirements are:

[0066] The total duration of the coupler collision test is divided into N equal parts, where N is a positive integer greater than 2, each segment after the N equal parts is a segmented step, and the sum of the N segmented steps is the total duration of the coupler collision test.

[0067] Optionally, the calculating the displacement response corresponding to each segmented step of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model includes:

[0068] The coupler load characteristic curve is used as the initial input to calculate the displacement response of the coupler collision system. The calculation satisfies the following relationship:

[0069] ;

[0070] Where M represents the mass characteristic of the coupler collision system, C and K represent the damping and stiffness characteristics, respectively, and F represents the external load characteristic. 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

[0071] Optionally, calculating the error value in each segmented step based on the calculated displacement and the observed displacement in each segmented step includes:

[0072] ;

[0073] Where, Represents the error value, which is the sum of the displacement errors of each feature point. 、 Respectively i The calculated displacement and observed displacement of each feature point.

[0074] Optionally, when the error value is greater than the error correction error tolerance, iteratively calculating the error value in the segmented step size includes:

[0075] When the error value in the current segmented step is greater than the error correction tolerance, the damping characteristics and stiffness characteristics in the finite element simulation model are updated, and the displacement response corresponding to the segmented step is recalculated using the updated finite element simulation model. The new error value is then calculated using the new displacement response until the error value in the segmented step is less than or equal to the error correction tolerance.

[0076] Optionally, the iterative calculation further includes:

[0077] When the damping characteristics and stiffness characteristics in the finite element simulation model can no longer be updated during iterative calculation of a certain segmented step, it is determined that the current iteration has reached the maximum number of iterations;

[0078] When the iterative calculation reaches the maximum number of iterations, all error values ​​in the iterative calculation are obtained for comparison to obtain the maximum error value, and the moment when the maximum error value appears is used as the starting point for the next round of iterative calculation.

[0079] Optionally, correcting the finite element simulation model based on the iteration result includes:

[0080] All segmented step sizes are sorted in chronological order, and the damping characteristics and stiffness characteristics in the finite element simulation model are updated through iterative calculation in the sorted order. The updated finite element simulation model is the corrected finite element simulation model.

[0081] After the segmented step size of the current moment has corrected the finite element simulation model in the iterative calculation, the segmented step size of the adjacent next moment adopts the finite element simulation model corrected by the iterative calculation of the previous moment when performing calculation.

[0082] Optionally, obtaining the final corrected finite element simulation model when the error values ​​in all segmented step sizes are less than or equal to the error correction error tolerance includes:

[0083] When the error values ​​in all segmented steps are less than or equal to the error correction tolerance after iterative calculation, the finite element simulation model corrected by the iterative calculation of the last segmented step is the final corrected finite element simulation model.

[0084] In the above embodiment, the iterative calculation process is as follows: Figure 12 As shown in the figure, the iterative calculation follows the idea of ​​gradual backtracking. Each time, only a small segment is simulated, a small segment is corrected, and then a small segment is simulated again, and a small segment is corrected again. This process is repeated recursively until the entire time domain is traversed. This is the embodiment of the gradual idea. The small segment here refers to the step size of each segment.

[0085] Each segment has an error judgment. If the errors at all moments in this segment meet the error tolerance, the iteration of the next segment will start from the current last moment.

[0086] If this small segment is iterated many times (reaching the pre-defined maximum number of times) and still cannot ensure that the error requirements are met at every moment, then the next small segment will be calculated starting from the place with the largest error in this segment, which is equivalent to recalculating the part of this segment that exceeds the error. This is the embodiment of the idea of ​​backtracking.

[0087] Optionally, the calculating the collision load during the coupler collision process using the finally corrected finite element simulation model includes:

[0088] The collision load during the coupler collision process is calculated using the final corrected finite element simulation model to obtain the final collision load, which satisfies the following relationship:

[0089] ;

[0090] Where M represents the mass characteristic of the coupler collision system, C d , K t They represent the damping and stiffness characteristics after correction and update, and F represents the external load characteristics. 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

[0091] In this embodiment, a verification example is a scenario where a single coupler hits a rigid wall.

[0092] like Figure 2The figure shows a schematic diagram of a test scenario in which a single coupler hits a rigid wall, wherein a first force sensor 1.2 and a first fixed hook head 1.8 are installed at the front end of the first rigid wall 1.1. The first fixed hook head 1.8 is used to match the first coupler 1.6 to be hit. The first coupler 1.6 to be hit is installed at the front end of the first test trolley 1.4 and maintained at the same height as the first fixed hook head 1.8. During the test, the first test trolley 1.4 moves along the first track 1.5 at a specified speed to hit the first rigid wall 1.1. The first high-speed camera 1.3 arranged above the impact area and the second high-speed camera 1.7 on the side will respectively shoot the bird's-eye view and main-perspective video of the coupler impact process, and record the displacement-time curve of the coupler during the process; the force sensor at the rigid wall end records the longitudinal collision load during the impact process.

[0093] In this scenario, the coupler and the fixed hook head are installed at the same height, so during the impact process, only crushing deformation displacement along the track direction (longitudinal) will occur, thereby generating a longitudinal load. Therefore, the collision load obtained by the force sensor is the actual load on the coupler, and can be used as a reference to verify the accuracy of the collision load identified by the inverse method of the present invention.

[0094] The specific process of coupler collision load identification in this example is as follows:

[0095] ① Parameter pre-definition: the entire impact process lasts 175ms, the segment step size S is set to 40ms, and the error correction tolerance is It is set to 5%; the simulated annealing algorithm is used in each stage of iterative inversion, and the maximum number of iterations is set to 100.

[0096] ② Phased inverse iterative analysis: A single coupler collision simulation model consistent with the test scenario is established. Based on the set step size, inverse iterative analysis is performed sequentially. After 12 rounds of iteration, the entire collision process is traversed, and the iterative inverse analysis is completed.

[0097] ③ Collision load output: Output the load characteristic curve during the coupler collision process, that is, the coupler collision load obtained by reverse identification, and compare it with the test data of the force sensor to calculate the error; output the calculated coupler displacement-time curve, and compare it with the displacement-time curve recorded by the high-speed camera to calculate the error. The final results are as follows: Figure 3 and as shown in Table 1.

[0098] Table 1 Load identification error of a single coupler hitting a rigid wall scenario

[0099]

[0100] The results show that the load identification method proposed in this invention can accurately identify the coupler collision load, which illustrates the effectiveness of this solution.

[0101] Example 2

[0102] In this embodiment, an extended example is a scenario of offset collision of couplers.

[0103] like Figure 4 The figure shows a schematic diagram of the coupler offset collision test scenario, in which a second force sensor 2.2 and a stationary coupler 2.8 are installed at the front end of the second rigid wall 2.1. The stationary coupler 2.8 is used to match the moving coupler 2.6. The moving coupler 2.6 is installed at the front end of the second test trolley 2.4, and the installation height is 40mm higher than that of the stationary coupler. During the test, the second test trolley 2.4 moves along the second track 2.5 at a specified speed and hits the second rigid wall 2.1. The third high-speed camera 2.3 arranged above the collision area and the fourth high-speed camera 2.7 on the side will respectively shoot the bird's-eye view and main-perspective video of the coupler collision process, and record the displacement-time curves of the two couplers during the process; the force sensor at the rigid wall end records the longitudinal collision load during the collision.

[0104] In this scenario, the installation heights of the moving and stationary couplers are not consistent. Therefore, during the collision, as the two coupler heads align, longitudinal, lateral, and vertical movement displacements will occur, thereby generating collision loads in three directions. Therefore, the collision load obtained by the force sensor is only the longitudinal load generated by the coupler, and can be used as a partial reference to verify the accuracy of the collision load identified by the inverse method of the present invention.

[0105] The specific process of coupler collision load identification in this example is as follows:

[0106] ① Parameter pre-definition: the entire impact process lasts 130ms, the segment step size S is set to 30ms, and the error correction tolerance is It is set to 5%; the simulated annealing algorithm is used in each stage of iterative inversion, and the maximum number of iterations is set to 100.

[0107] ② Phased inverse iterative analysis: A coupler collision simulation model consistent with the test scenario was established, and inverse analysis was performed iteratively according to the set step size. After nine rounds of iteration, the entire collision process was traversed, and the iterative inverse analysis was completed.

[0108] ③ Collision load output: Output the load characteristic curve during the coupler collision process, that is, the coupler collision load obtained by reverse identification, and compare it with the test data of the force sensor to calculate the error; output the calculated coupler displacement-time curve, and compare it with the displacement-time curve recorded by the high-speed camera to calculate the error. The final results are as follows: Figure 5-Figure 8 and as shown in Table 2.

[0109] Table 2 Load identification error in coupler offset collision scenario

[0110]

[0111] Example 3

[0112] In this embodiment, the application example - coupler simulates the line collision scenario.

[0113] like Figure 9 The figure shows a schematic diagram of a simulated track collision test scenario for a coupler, wherein a protective energy-absorbing structure 3.7 is installed at the front end of the third rigid wall 3.1 to prevent a rigid collision between the front trolley 3.2 and the third rigid wall 3.1. The coupler 3.3 to be tested is installed between the front trolley 3.2 and the rear trolley 3.4. During the test, the two trolleys move together along the third track 3.5 at a specified speed and collide with the third rigid wall 3.1. A fifth high-speed camera 3.6, arranged on the side of the collision area, will capture a main-perspective video of the coupler collision process and record the displacement-time curves of the two trolleys during the process.

[0114] In this scenario, the location where the coupler hits is not at the front end of the rigid wall, so the collision load generated during the collision cannot be measured directly and can only be obtained by inverse calculation using the method of the present invention.

[0115] The specific process of coupler collision load identification in this example is as follows:

[0116] ① Parameter pre-definition: the entire impact process lasts 250ms, the segment step size S is set to 50ms, and the error correction tolerance is It is set to 5%; the simulated annealing algorithm is used in each stage of iterative inversion, and the maximum number of iterations is set to 100.

[0117] ② Phased inverse iterative analysis: A coupler collision simulation model consistent with the test scenario is established. Based on the set step size, inverse iterative analysis is performed sequentially. After five rounds of iteration, the entire collision process is traversed, and the iterative inverse analysis is completed.

[0118] ③ Collision load output: Output the load characteristic curve during the coupler collision process, which is the coupler collision load obtained by reverse identification. The final results are as follows: Figure 10-11 and as shown in Table 3.

[0119] Table 3 Errors in coupler simulation track collision scenarios

[0120]

[0121] The embodiment of the present application also provides a rail vehicle coupler collision load measurement system, including a processor and a memory;

[0122] Memory for storing computer programs;

[0123] The processor is used to implement any method step of the method for measuring the collision load of a rail vehicle coupler when executing the program stored in the memory.

[0124] The above describes in detail the preferred embodiments of the present invention. It should be understood that those skilled in the art can make numerous modifications and variations based on the concepts of the present invention without inventive effort. Therefore, any technical solutions that can be derived by those skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined by the claims.

Claims

1. A method for measuring the collision load of a rail vehicle coupler, characterized in that: include: Construct a finite element simulation model of coupler collision based on the coupler collision test, and determine the segmentation step size and error correction tolerance; Obtaining a coupler load characteristic curve of the coupler collision system based on theoretical experience and previous experiments, and calculating a displacement response corresponding to each segmented step of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model; Determining a calculated displacement of a characteristic point in each segmented step length based on the displacement response, determining an observed displacement of the characteristic point in each segmented step length based on a collision test of a coupler collision system, and calculating an error value in each segmented step length based on the calculated displacement and the observed displacement in each segmented step length; Comparing the error value in each segmented step with the error correction tolerance, iteratively calculating the error value in the segmented step when the error value is greater than the error correction tolerance, and correcting the finite element simulation model based on the iterative result; When the error values ​​in all segmented step sizes are less than or equal to the error correction tolerance, a final corrected finite element simulation model is obtained, and the collision load during the coupler collision process is calculated using the final corrected finite element simulation model; The iterative calculation of the error value in the segmented step size when the error value is greater than the error correction error tolerance includes: When the error value in the current segmented step is greater than the error correction tolerance, the damping characteristics and stiffness characteristics in the finite element simulation model are updated, and the displacement response corresponding to the segmented step is recalculated using the updated finite element simulation model. The new error value is then calculated using the new displacement response until the error value in the segmented step is less than or equal to the error correction tolerance.

2. The method for measuring the collision load of a rail vehicle coupler according to claim 1, characterized in that: The segmented step length is a segment of the total duration during the coupler collision test, and its division requirements are as follows: The total duration of the coupler collision test is divided into N equal parts, where N is a positive integer greater than 2, each segment after the N equal parts is a segmented step, and the sum of the N segmented steps is the total duration of the coupler collision test.

3. The method for measuring the collision load of a rail vehicle coupler according to claim 1, wherein: The calculating the displacement response corresponding to each segmented step of the coupler collision system based on the coupler load characteristic curve and the finite element simulation model includes: The coupler load characteristic curve is used as the initial input to calculate the displacement response of the coupler collision system. The calculation satisfies the following relationship: ； Where M represents the mass characteristic of the coupler collision system, C and K represent the damping and stiffness characteristics respectively, and F represents the external load characteristic. 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

4. The method for measuring the collision load of a rail vehicle coupler according to claim 1, wherein: The calculating the error value in each segmented step length based on the calculated displacement and the observed displacement in each segmented step length comprises: ； Where, Represents the error value, which is the sum of the displacement errors of each feature point. 、 Respectively i The calculated displacement and observed displacement of each feature point.

5. The method for measuring the collision load of a rail vehicle coupler according to claim 1, wherein: The method further comprises: When the damping characteristics and stiffness characteristics in the finite element simulation model can no longer be updated during iterative calculation of a certain segmented step, it is determined that the current iteration has reached the maximum number of iterations; When the iterative calculation reaches the maximum number of iterations, all error values ​​in the iterative calculation are obtained for comparison to obtain the maximum error value, and the moment when the maximum error value appears is used as the starting point for the next round of iterative calculation.

6. The method for measuring the collision load of a rail vehicle coupler according to claim 1, characterized in that: The finite element simulation model is corrected based on the iterative result, comprising: All segmented step sizes are sorted in chronological order, and the damping characteristics and stiffness characteristics in the finite element simulation model are updated through iterative calculation in the sorted order. The updated finite element simulation model is the corrected finite element simulation model. After the segmented step size of the current moment has corrected the finite element simulation model in the iterative calculation, the segmented step size of the adjacent next moment adopts the finite element simulation model corrected by the iterative calculation of the previous moment when performing calculation.

7. The method for measuring the collision load of a rail vehicle coupler according to claim 1, characterized in that: The finite element simulation model after final correction is obtained when the error values ​​in all segmented step sizes are less than or equal to the correction error tolerance, including: When the error values ​​in all segmented steps are less than or equal to the error correction tolerance after iterative calculation, the finite element simulation model corrected by the iterative calculation of the last segmented step is the final corrected finite element simulation model.

8. The method for measuring the collision load of a rail vehicle coupler according to claim 1, characterized in that: The calculation of the collision load during the coupler collision process using the final corrected finite element simulation model includes: The collision load during the coupler collision process is calculated using the final corrected finite element simulation model to obtain the final collision load, which satisfies the following relationship: ； Where M represents the mass characteristic of the coupler collision system, C d , K t They represent the damping and stiffness characteristics after correction and update, F represents the external load characteristics, 、 as well as They represent the acceleration, velocity and displacement responses of the coupler collision system respectively.

9. A rail vehicle coupler collision load measurement system, characterized in that: Including processor and memory; Memory for storing computer programs; A processor, configured to implement the steps of any one of the methods described in claims 1-8 when executing a program stored in a memory.

Images