A method and system for adjusting the adaptability of rail transit vehicles and lines

Abstract

This invention discloses a method and system for adjusting the adaptability of rail transit vehicles and lines. The method includes: acquiring line vibration data and vehicle vibration data; obtaining judgment parameters based on the line vibration data and vehicle vibration data, the judgment parameters including the effective value of vibration acceleration, vibration velocity, vibration displacement, and vibration dominant frequency of the line and vehicle per unit time; obtaining adjustment judgment results of the line, primary suspension, and secondary suspension stiffness and damping based on amplitude judgment conditions and dominant frequency judgment conditions set according to the judgment parameters; and issuing corresponding adjustment commands to the line or vehicle based on the adjustment judgment results to improve the adaptability of the vehicle and the line. This invention can issue corresponding adjustment commands to the line or vehicle based on the adjustment judgment results to adjust the suspension parameters of the line and vehicle, improve the adaptability of the vehicle and the line, enhance the service environment of rail transit vehicles and lines, improve passenger comfort, reduce operation and maintenance costs, and achieve safe and efficient operation and maintenance.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vehicles and lines, and in particular to a method and system for adjusting the adaptability of rail transit vehicles and lines. Background Art

[0002] As two independent rail transit systems, the vehicle system and the line system have a direct impact on the safety and comfort of vehicle operations. Since both vehicles and lines have long cycles and complex processes in the design and construction stages, the compatibility between vehicles and lines cannot be fully verified in the research and development stage. When vehicles and lines are put into service, there are various running-in problems in the early stage of service. In the later stage of service, each subsystem has problems such as aging and breakage of key components, which seriously affect the safe operation and maintenance of the line and pose a great risk.

[0003] According to the normal construction plan of rail transit lines, track laying has been completed in the early stage of line construction, especially the types of sub-components such as rail fasteners (general, medium and high vibration reduction types) and material properties have been solidified. Therefore, during the service of vehicles, due to the changes in parameters of various sub-components (rubber aging, wheel-rail wear, etc.), abnormal wear of rails and wheels, fatigue fracture of vehicle and line components, etc., caused abnormal shaking and vibration of vehicles, shortened the life of service equipment, and increased operation and maintenance costs.

[0004] Taking into account the actual situation of line construction and vehicle manufacturing, vehicles and lines cannot be fully demonstrated and verified before service. Therefore, based on the safety and stability requirements of vehicle operation, the suspension parameters of the line and vehicle (primary suspension, secondary suspension) are used as variable factors to design an adaptive adjustment method for the vehicle and line system. This has practical significance for the safe and efficient operation and maintenance of vehicles and lines. Summary of the invention

[0005] The purpose of the present invention is to provide a method and system for adjusting the adaptability of rail transit vehicles and lines, which can issue corresponding adjustment instructions to the line or vehicle based on the adjustment judgment result, adjust the line and vehicle suspension parameters (line, primary and secondary suspension stiffness and damping), improve the adaptability of the vehicle and the line, enhance the service environment of rail transit vehicles and lines, improve passenger comfort, reduce operation and maintenance costs, and achieve safe and efficient operation and maintenance.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] In a first aspect, the present invention provides a method for adjusting the compatibility of a rail transit vehicle and a line, comprising:

[0008] Acquiring line vibration data and vehicle vibration data; the vehicle vibration data includes: wheel vibration data, bogie vibration data and vehicle body vibration data;

[0009] Based on the line vibration data and the vehicle vibration data, a judgment parameter is obtained, wherein the judgment parameter includes an effective value of vibration acceleration, a vibration velocity value, a vibration displacement and a vibration main frequency of the line and the vehicle per unit time;

[0010] Based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter, the adjustment judgment result of the line, the primary suspension and the secondary suspension stiffness and damping is obtained;

[0011] Based on the adjustment judgment result, a corresponding adjustment instruction is issued to the line or vehicle to improve the compatibility of the vehicle and the line.

[0012] Optionally, the method for acquiring the line vibration data and the vehicle vibration data includes:

[0013] The line vibration data is obtained through a plurality of acceleration sensors evenly distributed on the rails;

[0014] The wheel vibration data is obtained by an acceleration sensor arranged at the axle box corresponding to the wheel;

[0015] The bogie vibration data is obtained through an acceleration sensor arranged at the connection between the bogie side beam and the cross beam, wherein the connection should be: the connection with the shortest distance from the top of the axle box where the sensor is arranged;

[0016] The vehicle body vibration data is obtained through a plurality of acceleration sensors distributed on the floor surface just above the center pin of each vehicle compartment.

[0017] Optionally, the process of obtaining the judgment parameter includes:

[0018] Performing filtering processing on the line vibration data and the vehicle vibration data to obtain filtered vibration data;

[0019] Based on the filtered vibration data, calculate the effective value of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and vehicle per unit time;

[0020] The effective value of the vibration acceleration of the line includes: the effective value of the lateral and vertical vibration acceleration of the rail; the effective value of the vibration acceleration of the vehicle includes: the effective value of the lateral and vertical vibration acceleration of the wheel, bogie and vehicle body;

[0021] The vibration velocity values ​​of the line include: the lateral and vertical vibration velocity values ​​of the rails; the vibration velocity values ​​of the vehicle include: the lateral and vertical vibration velocity values ​​of the wheels, bogies and vehicle bodies;

[0022] The vibration displacement of the line includes: the lateral and vertical vibration displacement of the rails; the vibration displacement of the vehicle includes: the lateral and vertical vibration displacement of the wheels, bogies and vehicle body;

[0023] Among them, the main vibration frequencies of the line include: the lateral and vertical vibration main frequencies of the rails; the main vibration frequencies of the vehicle include: the lateral and vertical vibration main frequencies of the wheels, bogies and vehicle bodies.

[0024] Optionally, the amplitude determination condition includes:

[0025] Sub-condition 1.1: If the change in the transverse amplitude of the rail is greater than the first transverse threshold, and the change in the vertical amplitude of the rail is greater than the first vertical threshold, then sub-condition 1.1 is met;

[0026] Sub-condition 1.2: If the change in the wheel lateral amplitude is greater than the second lateral threshold, and the change in the wheel vertical amplitude is greater than the second vertical threshold, then sub-condition 1.2 is met;

[0027] Sub-condition 1.3: If the change in the bogie lateral amplitude is greater than the third lateral threshold, and the change in the bogie vertical amplitude is greater than the third vertical threshold, then sub-condition 1.3 is met;

[0028] Sub-condition 1.4: If the change in the lateral amplitude of the vehicle body is greater than the fourth lateral threshold, and the change in the vertical amplitude of the vehicle body is greater than the fourth vertical threshold, then sub-condition 1.4 is met;

[0029] Among them, the lateral amplitude variation of the rails, wheels, bogies and car body, as well as the vertical amplitude variation of the rails, wheels, bogies and car body are all obtained by calculating the judgment parameters.

[0030] Optionally, the main frequency determination condition includes:

[0031] Sub-condition 2.1: If the lateral and vertical vibration main frequency ratios of the rail and wheel in unit time both meet the requirement of 2 times, then sub-condition 2.1 is established;

[0032] Sub-condition 2.2: If the lateral and vertical vibration main frequency ratios of the wheels and bogies per unit time both satisfy 2 times, then sub-condition 2.2 is established;

[0033] Sub-condition 2.3: If the lateral and vertical vibration main frequency ratios of the bogie and car body per unit time both satisfy 2 times, then sub-condition 2.3 is established;

[0034] Among them, the main frequency ratios of the lateral and vertical vibrations of the rails and wheels, the main frequency ratios of the lateral and vertical vibrations of the wheels and bogies, and the main frequency ratios of the lateral and vertical vibrations of the bogies and car bodies in unit time are all obtained by calculating the judgment parameters.

[0035] Optionally, the adjusting judgment results of the line, primary and secondary suspension stiffness and damping are obtained based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter, including:

[0036] Perform a preliminary judgment based on the amplitude judgment condition to obtain a preliminary judgment result, that is, whether a main frequency judgment is required;

[0037] According to the preliminary judgment results and the main frequency judgment conditions, the main frequency judgment is performed to obtain the adjustment judgment results of the line, primary and secondary suspension parameters.

[0038] Optionally, the performing of a preliminary judgment based on the amplitude judgment condition to obtain a preliminary judgment result, that is, whether a main frequency judgment is required, includes:

[0039] If none of the sub-conditions 1.1-1.4 in the amplitude judgment condition is met, or any one of the sub-conditions 1.1-1.4 is met, or only the sub-conditions 1.1 and 1.3 are met, or only the sub-conditions 1.1 and 1.4 are met, or only the sub-conditions 1.2 and 1.4 are met, then there is no need to perform the main frequency judgment;

[0040] If only sub-conditions 1.1 and 1.2 of the amplitude judgment condition are met, or only sub-conditions 1.1, 1.2 and 1.4 are met, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.1 is met;

[0041] If only sub-conditions 1.2 and 1.3 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.2 is met;

[0042] If only sub-conditions 1.3 and 1.4 are met in the amplitude judgment condition, or only sub-conditions 1.1, 1.3 and 1.4 are met, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.3 is met;

[0043] If only sub-conditions 1.1, 1.2 and 1.3 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment, first judging whether sub-condition 2.1 is met, and then judging whether sub-condition 2.2 is met;

[0044] If only sub-conditions 1.2, 1.3 and 1.4 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment, first judging whether sub-condition 2.2 is met, and then judging whether sub-condition 2.3 is met.

[0045] Optionally, the main frequency determination is performed according to the preliminary determination result and the main frequency determination condition, and the adjustment determination results of the line, primary and secondary suspension stiffness and damping are obtained, including:

[0046] If the main frequency judgment is not required, there is no need to adjust the line, primary and secondary suspension stiffness and damping;

[0047] If it is necessary to judge the main frequency, the adjustment judgment results of the line, primary and secondary suspension stiffness and damping are obtained based on the main frequency judgment conditions, as follows:

[0048] If sub-condition 2.1 is not satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; if sub-condition 2.1 is satisfied, it is determined that resonance occurs between the line and the wheel, and the stiffness and damping of the line need to be adjusted; wherein, when adjusting the stiffness and damping of the line, each time the stiffness and damping of the line are synchronously transformed, it is necessary to re-evaluate sub-condition 2.1. If it is not satisfied, no further adjustment is required. If it is satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated;

[0049] If sub-condition 2.2 is not satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; if sub-condition 2.2 is satisfied, it is determined that the wheel and the bogie are in resonance, and the stiffness and damping of the primary suspension need to be adjusted; wherein, when adjusting the stiffness and damping of the primary suspension, each time the stiffness and damping of the primary suspension are synchronously transformed, it is necessary to perform the judgment of sub-condition 2.2 again. If it is not satisfied, no further adjustment is required. If it is satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated;

[0050] If sub-condition 2.3 is not met, a vehicle deceleration command is issued and the amplitude judgment condition is re-judged; if sub-condition 2.3 is met, it is judged that resonance occurs between the bogie and the line, and the stiffness and damping of the secondary suspension need to be adjusted; wherein, in adjusting the stiffness and damping of the secondary suspension, each time the stiffness and damping of the secondary suspension are synchronously transformed, it is necessary to judge sub-condition 2.3 again. If it is not met, no further adjustment is required. If it is met, a vehicle deceleration command is issued and the amplitude judgment condition is re-judged.

[0051] Optionally, the issuing of a corresponding adjustment instruction to the line or vehicle based on the adjustment judgment result includes:

[0052] (1) When the stiffness and damping of the line need to be adjusted, an adjustment instruction for the stiffness and damping of the line is issued, and the instruction includes:

[0053] Obtain the preset rail lateral stiffness change and vertical stiffness change , the change rate of the lateral stiffness and the change rate of the vertical stiffness of the rail , and the lateral damping change rate and vertical damping change rate of the rail ;

[0054] According to the change of lateral stiffness and vertical stiffness of the rail , calculate the lateral damping change and vertical damping change of the rail ;

[0055] Based on the change in rail stiffness , and the damping change of the rail , adjust the stiffness and damping of the line;

[0056] (2) When the stiffness and damping of the primary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the primary suspension is issued, and the instruction includes:

[0057] Get the lateral stiffness change and vertical stiffness change of the preset primary suspension , the lateral stiffness change rate and vertical stiffness change rate of the primary suspension , and the lateral damping change rate and vertical damping change rate of the primary suspension ;

[0058] According to the change of lateral stiffness and vertical stiffness of the primary suspension , calculate the lateral damping change and vertical damping change of the primary suspension ;

[0059] Based on the stiffness change of the primary suspension , and the damping change of the primary suspension , adjust the stiffness and damping of the primary suspension;

[0060] (3) When the stiffness and damping of the secondary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the secondary suspension is issued, and the instruction includes: obtaining a preset lateral stiffness change and a vertical stiffness change of the secondary suspension; , the lateral stiffness change rate and vertical stiffness change rate of the secondary suspension , and the lateral damping change rate and vertical damping change rate of the secondary suspension ;

[0061] According to the change of lateral stiffness and vertical stiffness of the secondary suspension , calculate the lateral damping change and vertical damping change of the secondary suspension ;

[0062] Stiffness variation based on secondary suspension , and the damping change of the secondary suspension , adjust the stiffness and damping of the secondary suspension.

[0063] In a second aspect, the present invention provides a system for adjusting the adaptability of a rail transit vehicle and a line, comprising:

[0064] A data acquisition module, used to acquire line vibration data and vehicle vibration data; the vehicle vibration data includes: wheel vibration data, bogie vibration data and vehicle body vibration data;

[0065] A processing module, used to obtain judgment parameters based on the line vibration data and the vehicle vibration data, wherein the judgment parameters include effective values ​​of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and the vehicle per unit time;

[0066] A logic judgment module, used to obtain adjustment judgment results of the line, primary and secondary suspension stiffness and damping based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter;

[0067] The control module is used to issue corresponding adjustment instructions to the line or vehicle based on the adjustment judgment result, so as to improve the compatibility of the vehicle and the line.

[0068] Compared with the prior art, the present invention has the following beneficial effects:

[0069] The present invention provides a method for adjusting the adaptability of rail transit vehicles and lines. Logical judgment is performed based on the vibration data of the line and the vehicle to obtain an adjustment judgment result, and a corresponding adjustment instruction is issued to the line or the vehicle through the adjustment judgment result to adjust the line and vehicle suspension parameters (line, primary and secondary suspension stiffness and damping) to avoid abnormal vibration of the vehicle, improve the adaptability of the vehicle and the line, enhance the service environment of rail transit vehicles and lines, improve the comfort of passengers, reduce operation and maintenance costs, and achieve safe and efficient operation and maintenance work;

[0070] The present invention provides a method for adjusting the adaptability of rail transit vehicles and lines, which solves the problems of abnormal wear of wheels and rails, reduced vehicle safety and comfort, fatigue fracture of key components, etc. caused by poor adaptability of vehicles and lines in the prior art, and achieves good matching of vehicles and lines.

[0071] The present invention provides an adaptability adjustment system for rail transit vehicles and lines. Based on a logic judgment unit, the system evaluates the vibration characteristics of vehicles and lines in mainline operation, realizes accurate regulation of line and suspension parameters, effectively avoids resonance between vehicles and lines and within the system, helps to extend the service life of lines and vehicles, and reduces operation and maintenance costs.

[0072] Compared with the stiffness and damping parameters solidified during line construction and vehicle manufacturing, the present invention can adjust parameters according to the real-time matching of vehicles and lines, which not only ensures the reliability of parameter regulation, but also fully considers the operational safety and comfort of the train and has sufficient safety margin. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1Shown is a schematic flow chart of an adjustment method in one embodiment of the present invention;

[0074] FIG2 (a) is a schematic diagram showing the position of an acceleration sensor in a circuit in an embodiment of the present invention;

[0075] FIG2( b ) is a schematic diagram showing the position of an acceleration sensor in a wheel in an embodiment of the present invention;

[0076] FIG2( c ) is a schematic diagram showing the position of an acceleration sensor in a bogie in an embodiment of the present invention;

[0077] FIG2( d ) is a schematic diagram showing the position of an acceleration sensor in a vehicle body in an embodiment of the present invention;

[0078] Figure 3 The figure is a schematic diagram of a logic judgment flow in an embodiment of the present invention. DETAILED DESCRIPTION

[0079] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and cannot be used to limit the protection scope of the present invention.

[0080] Example 1

[0081] like Figure 1 As shown, the embodiment of the present invention introduces a method for adjusting the adaptability of a rail transit vehicle and a line, comprising the following steps:

[0082] S1: Acquire line vibration data and vehicle vibration data; the vehicle vibration data includes wheel vibration data, bogie vibration data and vehicle body vibration data;

[0083] S2: Based on the line vibration data and the vehicle vibration data, a judgment parameter is obtained, wherein the judgment parameter includes an effective value of vibration acceleration, a vibration velocity value, a vibration displacement and a vibration main frequency of the line and the vehicle per unit time;

[0084] S3: based on the amplitude determination condition and the main frequency determination condition set according to the determination parameter, obtaining the adjustment determination result of the line, the primary suspension and the secondary suspension stiffness and damping;

[0085] S4: Based on the adjustment judgment result, a corresponding adjustment instruction is issued to the line or the vehicle to improve the compatibility of the vehicle and the line.

[0086] The present invention provides a method for adjusting the adaptability of rail transit vehicles and lines, which can adjust the primary and secondary suspension parameters of the line and the vehicle to avoid resonance between the vehicle and the line, thereby avoiding abnormal vibration of the vehicle system and improving the running stability and comfort of the train on the one hand; and avoiding the breakage of spring bars of fasteners and eccentric wear of rails caused by line vibration on the other hand, thereby extending the service life of the vehicle and the line and reducing the operation and maintenance cost of the equipment.

[0087] In this embodiment, the method for acquiring the line vibration data and the vehicle vibration data in step S1 specifically includes:

[0088] The line vibration data is acquired through multiple acceleration sensors evenly distributed on the rails;

[0089] Specifically, an acceleration sensor is arranged every 2-3 m on the rail, specifically at the outer waist of the rail, as shown in FIG2 (a), and the line vibration data is measured based on the acceleration sensor;

[0090] The wheel vibration data is obtained through the acceleration sensor arranged at the axle box corresponding to the wheel;

[0091] Specifically, as shown in FIG2( b ), an acceleration sensor is arranged at the axle box of a wheel (wheel set);

[0092] The bogie vibration data is obtained through the acceleration sensor arranged at the connection between the bogie side beam and the cross beam, where the connection should be: the connection with the shortest distance to the top of the axle box where the sensor is arranged; as shown in Figure 2 (c);

[0093] The vehicle body vibration data is obtained through multiple acceleration sensors distributed on the floor surface just above the center pin of each car, as shown in Figure 2 (d).

[0094] In this embodiment, the process of obtaining the judgment parameters in step S2, that is, the process of obtaining the effective value of the vibration acceleration, the vibration velocity value, the vibration displacement and the vibration main frequency of the line and the vehicle per unit time, specifically includes:

[0095] S21: filtering the line vibration data and the vehicle vibration data to obtain filtered vibration data;

[0096] Specifically, using the Fourier signal processing principle, a window length of A rectangular window is used to perform bandpass filtering (0.1-500Hz) on the vibration data of the line and vehicle (wheels, bogies and body);

[0097] S22: Based on the filtered vibration data, calculate the effective value of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and the vehicle in unit time;

[0098] Effective value of vibration acceleration:

[0099] Effective values ​​of transverse and vertical vibration acceleration of rails:

[0100] ;

[0101] ;

[0102] in: is a standard time length, that is, the vibration period is T, is the effective value of the lateral vibration acceleration of the rail within the vibration period T, is the effective value of the vertical vibration acceleration of the rail within the vibration period T; and are the lateral vibration acceleration and vertical vibration acceleration of the rail at time t respectively;

[0103] The effective value of the lateral and vertical vibration acceleration of the wheel:

[0104] ;

[0105] ;

[0106] in: is the effective value of the lateral vibration acceleration of the wheel within the vibration period T, is the effective value of the vertical vibration acceleration of the wheel within the vibration period T; and are the lateral vibration acceleration and vertical vibration acceleration of the wheel at time t respectively;

[0107] Effective values ​​of lateral and vertical vibration acceleration of the bogie:

[0108] ;

[0109] ;

[0110] in: is the effective value of the lateral vibration acceleration of the bogie within the vibration period T, is the effective value of the vertical vibration acceleration of the bogie within the vibration period T; and are the lateral vibration acceleration and vertical vibration acceleration of the bogie at time t respectively;

[0111] Effective value of lateral and vertical vibration acceleration of the vehicle body:

[0112] ;

[0113] ;

[0114] in: is the effective value of the lateral vibration acceleration of the vehicle body within the vibration period T, is the effective value of the vertical vibration acceleration of the vehicle body within the vibration period T; and are the lateral vibration acceleration and vertical vibration acceleration of the vehicle body at time t respectively;

[0115] Vibration velocity value:

[0116] Transverse and vertical vibration velocity values ​​of rails:

[0117] ;

[0118] ;

[0119] Transverse and vertical vibration velocity values ​​of the wheel:

[0120] ;

[0121] ;

[0122] Transverse and vertical vibration velocity values ​​of the bogie:

[0123] ;

[0124] ;

[0125] Transverse and vertical vibration velocity values ​​of the vehicle body:

[0126] ;

[0127] ;

[0128] Vibration displacement:

[0129] Lateral and vertical vibration displacement of rail:

[0130] ;

[0131] ;

[0132] Lateral and vertical vibration displacement of the wheel:

[0133] ;

[0134] ;

[0135] Lateral and vertical vibration displacement of the bogie:

[0136] ;

[0137] ;

[0138] Lateral and vertical vibration displacement of the vehicle body:

[0139] ;

[0140] ;

[0141] Vibration frequency:

[0142] Main frequencies of transverse and vertical vibration of rails:

[0143] ;

[0144] ;

[0145] Main frequencies of lateral and vertical vibration of wheels:

[0146] ;

[0147] ;

[0148] Main frequencies of lateral and vertical vibration of bogie:

[0149] ;

[0150] ;

[0151] Main frequencies of lateral and vertical vibrations of the vehicle body:

[0152] ;

[0153] .

[0154] In this embodiment, the amplitude determination condition and the main frequency determination condition are set, specifically including:

[0155] Amplitude determination conditions (used to determine whether the vibration amplitude of the line and the vehicle is increasing):

[0156] Sub-condition 1.1: If the change in the transverse amplitude of the rail is greater than the first transverse threshold, and the change in the vertical amplitude of the rail is greater than the first vertical threshold, then sub-condition 1.1 is met;

[0157] Specifically, the formula of sub-condition 1.1 is expressed as:

[0158] ;

[0159] ;

[0160] Where: the first lateral threshold is 0.1g, is the acceleration due to gravity; the first vertical threshold is 0.3g; T+2, T+1 and T are all vibration periods when calculating the effective value of vibration acceleration;

[0161] Sub-condition 1.2: If the change in the wheel lateral amplitude is greater than the second lateral threshold, and the change in the wheel vertical amplitude is greater than the second vertical threshold, then sub-condition 1.2 is met;

[0162] Specifically, the formula of sub-condition 1.2 is expressed as:

[0163] ;

[0164] ;

[0165] Wherein: the second lateral threshold is 1g; the second vertical threshold is 2g; T+2, T+1 and T are all vibration periods when calculating the effective value of vibration acceleration;

[0166] Sub-condition 1.3: If the change in the bogie lateral amplitude is greater than the third lateral threshold, and the change in the bogie vertical amplitude is greater than the third vertical threshold, then sub-condition 1.3 is met;

[0167] Specifically, the formula of sub-condition 1.3 is expressed as:

[0168] ;

[0169] ;

[0170] Among them: the third lateral threshold is 0.8g; the third vertical threshold is 1.2g; T+4, T+2 and T are all vibration periods when calculating the effective value of vibration acceleration;

[0171] Sub-condition 1.4: If the change in the lateral amplitude of the vehicle body is greater than the fourth lateral threshold, and the change in the vertical amplitude of the vehicle body is greater than the fourth vertical threshold, then sub-condition 1.4 is met;

[0172] Specifically, the formula of sub-condition 1.4 is expressed as:

[0173] ;

[0174] ;

[0175] Among them: the fourth lateral threshold is 0.05g; the fourth vertical threshold is 0.08g; T+6, T+3 and T are all vibration periods when calculating the effective value of vibration acceleration.

[0176] Main frequency determination conditions (used to determine whether there is resonance between the main vibration frequencies of the line and the vehicle):

[0177] Sub-condition 2.1: If the lateral and vertical vibration main frequency ratios of the rail and wheel in unit time both meet the requirement of 2 times, it is considered that the rail and wheel resonate in unit time, and sub-condition 2.1 is established;

[0178] Specifically, the formula of sub-condition 2.1 is expressed as:

[0179] ;

[0180] Sub-condition 2.2: If the lateral and vertical vibration main frequency ratios of the wheels and bogies per unit time both satisfy 2 times, it is considered that the wheel and bogie resonate in unit time, and sub-condition 2.2 is established;

[0181] Specifically, the formula of sub-condition 2.2 is expressed as:

[0182] ;

[0183] Sub-condition 2.3: If the lateral and vertical vibration main frequency ratios of the bogie and car body per unit time both satisfy 2 times, it is considered that the bogie and the car body resonate in unit time, and sub-condition 2.3 is established;

[0184] Specifically, the formula of sub-condition 2.3 is expressed as:

[0185] ;

[0186] in: is an integer.

[0187] In this embodiment, if Figure 3 As shown, based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter, the adjustment judgment results of the line, the primary and secondary suspension stiffness and damping are obtained, including:

[0188] S31: Perform a preliminary judgment based on the amplitude judgment condition to obtain a preliminary judgment result, that is, whether a main frequency judgment is required;

[0189] Specifically, if none of the sub-conditions 1.1-1.4 in the amplitude judgment condition is satisfied, it means that the vibration magnitude of the line and the vehicle is within the specified range, the adaptability is good, and there is no need to perform a main frequency judgment; if any one of the sub-conditions 1.1-1.4 in the amplitude judgment condition is satisfied, it means that the vibration of the line or the vehicle is a forced vibration caused by the service environment, does not have a resonance transfer characteristic, and there is no need to perform a main frequency judgment; if only sub-conditions 1.1 and 1.3 in the amplitude judgment condition are satisfied, or only sub-conditions 1.1 and 1.4 are satisfied, or only sub-conditions 1.2 and 1.4 are satisfied, it means that the vibration of the line or the vehicle is a forced vibration caused by the service environment, does not have a resonance transfer characteristic, and there is no need to perform a main frequency judgment;

[0190] If only sub-conditions 1.1 and 1.2 of the amplitude judgment condition are met, or only sub-conditions 1.1, 1.2 and 1.4 are met, it means that the vibration magnitudes of the rails and wheels are both showing a trend of continuous increase, and it is necessary to perform a main frequency judgment to determine whether sub-condition 2.1 is met;

[0191] If only sub-conditions 1.2 and 1.3 of the amplitude judgment condition are met, it means that the vibration levels of the wheels and bogies are both showing a trend of continuous increase, and it is necessary to perform a main frequency judgment to determine whether sub-condition 2.2 is met;

[0192] If only sub-conditions 1.3 and 1.4 are met in the amplitude judgment condition, or only sub-conditions 1.1, 1.3 and 1.4 are met, it means that the vibration magnitude of the bogie and the car body has a trend of continuous increase, and it is necessary to perform a main frequency judgment to determine whether sub-condition 2.3 is met;

[0193] If only sub-conditions 1.1, 1.2 and 1.3 of the amplitude judgment condition are met, it means that the vibration levels of the rails, wheels and bogies are all showing a trend of continuous increase, and it is necessary to perform a main frequency judgment, first judging whether sub-condition 2.1 is met, and then judging whether sub-condition 2.2 is met;

[0194] If only sub-conditions 1.2, 1.3 and 1.4 of the amplitude judgment conditions are met, it means that the vibration levels of the wheels, bogies and car body are all showing a trend of continuous increase, and it is necessary to perform a main frequency judgment, first determine whether sub-condition 2.2 is met, and then determine whether sub-condition 2.3 is met.

[0195] S32: According to the preliminary judgment result and the main frequency judgment condition, the main frequency judgment is performed to obtain the adjustment judgment results of the line, the primary system and the secondary system suspension parameters;

[0196] Specifically, if it is not necessary to make a main frequency determination, it is not necessary to adjust the line, primary and secondary suspension stiffness and damping;

[0197] If it is necessary to judge the main frequency, the adjustment judgment results of the line, primary and secondary suspension stiffness and damping are obtained based on the main frequency judgment conditions, as follows:

[0198] If sub-condition 2.1 is not satisfied, it means that the wheel does not resonate with the rail, but the rail and wheel are forced to vibrate due to external excitation, then a command is issued to reduce the speed of the vehicle by 3 km / h and the amplitude judgment condition is re-judged after the speed reduction; if sub-condition 2.1 is satisfied, it is determined that the line and the wheel resonate, and the stiffness and damping of the line need to be adjusted; wherein, in the adjustment of the stiffness and damping of the line, within T unit time, each time the stiffness and damping of the line are synchronously transformed, it is necessary to judge sub-condition 2.1 again, if it is not satisfied, it means that the resonance phenomenon disappears and no further adjustment is required, if it is satisfied, a command is issued to reduce the speed of the vehicle by 3 km / h and the amplitude judgment condition is re-judged after the speed reduction;

[0199] If sub-condition 2.2 is not satisfied, it means that although there is no resonance between the wheel and the bogie, the bogie and the wheel are forced to vibrate due to external excitation, and a command is issued to reduce the speed of the vehicle by 3km / h, and the amplitude judgment condition is re-judged after the speed reduction; if sub-condition 2.2 is satisfied, it is determined that the wheel and the bogie are in resonance, and the stiffness and damping of the primary suspension need to be adjusted; wherein, in the adjustment of the stiffness and damping of the primary suspension, within 2T unit time, each time the stiffness and damping of the primary suspension are synchronously transformed, it is necessary to judge sub-condition 2.2 again, if it is not satisfied, it means that the resonance phenomenon disappears and no further adjustment is required, if it is satisfied, a command is issued to reduce the speed of the vehicle by 3km / h, and the amplitude judgment condition is re-judged after the speed reduction;

[0200] If sub-condition 2.3 is not satisfied, it means that although there is no resonance between the bogie and the car body, the bogie and the car body are forced to vibrate due to external excitation, and a command is issued to reduce the speed of the vehicle by 3km / h, and the amplitude judgment condition is re-judged after the speed reduction; if sub-condition 2.3 is satisfied, it is determined that the bogie and the line resonate, and the stiffness and damping of the secondary suspension need to be adjusted; wherein, in the adjustment of the stiffness and damping of the secondary suspension, within 3T unit times, each time the stiffness and damping of the secondary suspension are synchronously transformed, it is necessary to judge sub-condition 2.3 again. If it is not satisfied, it means that the resonance phenomenon disappears and no further adjustment is required. If it is satisfied, a command is issued to reduce the speed of the vehicle by 3km / h, and the amplitude judgment condition is re-judged after the speed reduction.

[0201] In this embodiment, in step S4, a corresponding adjustment instruction is issued to the line or vehicle based on the adjustment judgment result to improve the compatibility of the vehicle and the line, which specifically includes:

[0202] (1) When the stiffness and damping of the line need to be adjusted, an adjustment instruction for the stiffness and damping of the line is issued, and the instruction includes:

[0203] Obtain the preset rail lateral stiffness change and vertical stiffness change , the change rate of the lateral stiffness and the change rate of the vertical stiffness of the rail , and the lateral damping change rate and vertical damping change rate of the rail ;

[0204] Specifically, the lateral stiffness change rate and vertical stiffness change rate of the rail, as well as the lateral damping change rate and vertical damping change rate of the rail, are expressed as follows:

[0205]

[0206] According to the change of lateral stiffness and vertical stiffness of the rail , calculate the lateral damping change and vertical damping change of the rail , the formula is as follows:

[0207]

[0208] Based on the change in rail stiffness , and the damping change of the rail , adjust the stiffness and damping of the line;

[0209] (2) When the stiffness and damping of the primary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the primary suspension is issued, and the instruction includes:

[0210] Get the lateral stiffness change and vertical stiffness change of the preset primary suspension , the lateral stiffness change rate and vertical stiffness change rate of the primary suspension , and the lateral damping change rate and vertical damping change rate of the primary suspension ;

[0211] Specifically, the lateral stiffness change rate and vertical stiffness change rate of the primary suspension, as well as the lateral damping change rate and vertical damping change rate of the primary suspension, are expressed as follows:

[0212]

[0213]

[0214]

[0215]

[0216] According to the change of lateral stiffness and vertical stiffness of the primary suspension , calculate the lateral damping change and vertical damping change of the primary suspension , the formula is as follows:

[0217]

[0218] Based on the stiffness change of the primary suspension , and the damping change of the primary suspension , adjust the stiffness and damping of the primary suspension;

[0219] (3) When the stiffness and damping of the secondary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the secondary suspension is issued, and the instruction includes:

[0220] Get the preset lateral stiffness change and vertical stiffness change of the secondary suspension , the lateral stiffness change rate and vertical stiffness change rate of the secondary suspension , and the lateral damping change rate and vertical damping change rate of the secondary suspension ;

[0221] Specifically, the lateral stiffness change rate and vertical stiffness change rate of the secondary suspension, as well as the lateral damping change rate and vertical damping change rate of the secondary suspension, are expressed as follows:

[0222]

[0223]

[0224]

[0225]

[0226] According to the change of lateral stiffness and vertical stiffness of the secondary suspension , calculate the lateral damping change and vertical damping change of the secondary suspension , the formula is as follows:

[0227]

[0228] Stiffness variation based on secondary suspension , and the damping change of the secondary suspension , adjust the stiffness and damping of the secondary suspension;

[0229] Among them, the primary suspension is located between the wheel and the bogie, and the secondary suspension is located between the bogie and the car body;

[0230] Example 2

[0231] The embodiment of the present invention introduces a system for adjusting the compatibility of a rail transit vehicle and a line, which specifically includes:

[0232] A data acquisition module, used to acquire line vibration data and vehicle vibration data; the vehicle vibration data includes: wheel vibration data, bogie vibration data and vehicle body vibration data;

[0233] A processing module, used to obtain judgment parameters based on the line vibration data and the vehicle vibration data, wherein the judgment parameters include effective values ​​of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and the vehicle per unit time;

[0234] A logic judgment module, used to obtain adjustment judgment results of the line, primary and secondary suspension stiffness and damping based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter;

[0235] The control module is used to issue corresponding adjustment instructions to the line or vehicle based on the adjustment judgment result, so as to improve the compatibility of the vehicle and the line.

[0236] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the enlightenment of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which all fall within the protection of the present invention.

Claims

1. A method for adjusting the adaptability of a rail transit vehicle and a line, characterized in that: include: Acquire line vibration data and vehicle vibration data; The vehicle vibration data includes: wheel vibration data, bogie vibration data and vehicle body vibration data; Based on the line vibration data and the vehicle vibration data, a judgment parameter is obtained, wherein the judgment parameter includes an effective value of vibration acceleration, a vibration velocity value, a vibration displacement and a vibration main frequency of the line and the vehicle per unit time; Based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter, the adjustment judgment result of the line, the primary suspension and the secondary suspension stiffness and damping is obtained; Based on the adjustment judgment result, a corresponding adjustment instruction is issued to the line or vehicle to improve the compatibility of the vehicle and the line.

2. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 1, characterized in that: The method for acquiring the line vibration data and the vehicle vibration data comprises: The line vibration data is obtained through a plurality of acceleration sensors evenly distributed on the rails; The wheel vibration data is obtained by an acceleration sensor arranged at the axle box corresponding to the wheel; The bogie vibration data is obtained through an acceleration sensor arranged at the connection between the bogie side beam and the cross beam, wherein the connection should be: the connection with the shortest distance from the top of the axle box where the sensor is arranged; The vehicle body vibration data is obtained through a plurality of acceleration sensors distributed on the floor surface just above the center pin of each vehicle compartment.

3. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 2, characterized in that: The process of obtaining the judgment parameter includes: Performing filtering processing on the line vibration data and the vehicle vibration data to obtain filtered vibration data; Based on the filtered vibration data, calculate the effective value of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and vehicle per unit time; The effective value of the vibration acceleration of the line includes: the effective value of the lateral and vertical vibration acceleration of the rail; the effective value of the vibration acceleration of the vehicle includes: the effective value of the lateral and vertical vibration acceleration of the wheel, bogie and vehicle body; The vibration velocity values ​​of the line include: the lateral and vertical vibration velocity values ​​of the rails; the vibration velocity values ​​of the vehicle include: the lateral and vertical vibration velocity values ​​of the wheels, bogies and vehicle bodies; The vibration displacement of the line includes: the lateral and vertical vibration displacement of the rails; the vibration displacement of the vehicle includes: the lateral and vertical vibration displacement of the wheels, bogies and vehicle body; Among them, the main vibration frequencies of the line include: the lateral and vertical vibration main frequencies of the rails; the main vibration frequencies of the vehicle include: the lateral and vertical vibration main frequencies of the wheels, bogies and vehicle bodies.

4. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 3, characterized in that: The amplitude determination conditions include: Sub-condition 1.1: If the change in the transverse amplitude of the rail is greater than the first transverse threshold, and the change in the vertical amplitude of the rail is greater than the first vertical threshold, then sub-condition 1.1 is met; Sub-condition 1.2: If the change in the wheel lateral amplitude is greater than the second lateral threshold, and the change in the wheel vertical amplitude is greater than the second vertical threshold, then sub-condition 1.2 is met; Sub-condition 1.3: If the change in the bogie lateral amplitude is greater than the third lateral threshold, and the change in the bogie vertical amplitude is greater than the third vertical threshold, then sub-condition 1.3 is met; Sub-condition 1.4: If the change in the lateral amplitude of the vehicle body is greater than the fourth lateral threshold, and the change in the vertical amplitude of the vehicle body is greater than the fourth vertical threshold, then sub-condition 1.4 is met; Among them, the lateral amplitude variation of the rails, wheels, bogies and car body, as well as the vertical amplitude variation of the rails, wheels, bogies and car body are all obtained by calculating the judgment parameters.

5. The method for adjusting the adaptability of rail transit vehicles and lines according to claim 4, characterized in that: The main frequency determination condition includes: Sub-condition 2.1: If the lateral and vertical vibration main frequency ratios of the rail and wheel in unit time both satisfy 2 times, then sub-condition 2.1 is established; Sub-condition 2.2: If the lateral and vertical vibration main frequency ratios of the wheels and bogies per unit time both satisfy 2 times, then sub-condition 2.2 is established; Sub-condition 2.3: If the lateral and vertical vibration main frequency ratios of the bogie and car body per unit time both satisfy 2 times, then sub-condition 2.3 is established; Among them, the main frequency ratios of the lateral and vertical vibrations of the rails and wheels, the main frequency ratios of the lateral and vertical vibrations of the wheels and bogies, and the main frequency ratios of the lateral and vertical vibrations of the bogies and car bodies in unit time are all obtained by calculating the judgment parameters.

6. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 5, characterized in that: The adjustment judgment results of the line, primary and secondary suspension stiffness and damping are obtained based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter, including: Perform a preliminary judgment based on the amplitude judgment condition to obtain a preliminary judgment result, that is, whether a main frequency judgment is required; According to the preliminary judgment results and the main frequency judgment conditions, the main frequency judgment is performed to obtain the adjustment judgment results of the line, primary and secondary suspension parameters.

7. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 6, characterized in that: The preliminary judgment based on the amplitude judgment condition is performed to obtain a preliminary judgment result, that is, whether a main frequency judgment is required, including: If none of the sub-conditions 1.1-1.4 in the amplitude judgment condition is true, or any one of the sub-conditions 1.1-1.4 is true, or only the sub-conditions 1.1 and 1.3 are true, or only the sub-conditions 1.1 and 1.4 are true, or only the sub-conditions 1.2 and 1.4 are true, then there is no need to perform the main frequency judgment; If only sub-conditions 1.1 and 1.2 of the amplitude judgment condition are met, or only sub-conditions 1.1, 1.2 and 1.4 are met, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.1 is met; If only sub-conditions 1.2 and 1.3 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.2 is met; If only sub-conditions 1.3 and 1.4 are met in the amplitude judgment condition, or only sub-conditions 1.1, 1.3 and 1.4 are met, it is necessary to perform a main frequency judgment to determine whether sub-condition 2.3 is met; If only sub-conditions 1.1, 1.2 and 1.3 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment, first judging whether sub-condition 2.1 is met, and then judging whether sub-condition 2.2 is met; If only sub-conditions 1.2, 1.3 and 1.4 are met in the amplitude judgment condition, it is necessary to perform a main frequency judgment, first judging whether sub-condition 2.2 is met, and then judging whether sub-condition 2.3 is met.

8. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 7, characterized in that: The main frequency determination is performed according to the preliminary determination result and the main frequency determination condition to obtain the adjustment determination results of the line, the primary suspension parameter and the secondary suspension parameter, including: If the main frequency judgment is not required, there is no need to adjust the line, primary and secondary suspension stiffness and damping; If it is necessary to judge the main frequency, the adjustment judgment results of the line, primary and secondary suspension stiffness and damping are obtained based on the main frequency judgment conditions, as follows: If sub-condition 2.1 is not satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; if sub-condition 2.1 is satisfied, it is determined that resonance occurs between the line and the wheel, and the stiffness and damping of the line need to be adjusted; wherein, when adjusting the stiffness and damping of the line, each time the stiffness and damping of the line are synchronously transformed, it is necessary to re-evaluate sub-condition 2.

1. If it is not satisfied, no further adjustment is required. If it is satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; If sub-condition 2.2 is not satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; if sub-condition 2.2 is satisfied, it is determined that the wheel and the bogie are in resonance, and the stiffness and damping of the primary suspension need to be adjusted; wherein, when adjusting the stiffness and damping of the primary suspension, each time the stiffness and damping of the primary suspension are synchronously transformed, it is necessary to perform the judgment of sub-condition 2.2 again. If it is not satisfied, no further adjustment is required. If it is satisfied, a vehicle deceleration command is issued and the amplitude determination condition is re-evaluated; If sub-condition 2.3 is not met, a vehicle deceleration command is issued and the amplitude judgment condition is re-judged; if sub-condition 2.3 is met, it is judged that resonance occurs between the bogie and the line, and the stiffness and damping of the secondary suspension need to be adjusted; wherein, in adjusting the stiffness and damping of the secondary suspension, each time the stiffness and damping of the secondary suspension are synchronously transformed, it is necessary to judge sub-condition 2.3 again. If it is not met, no further adjustment is required. If it is met, a vehicle deceleration command is issued and the amplitude judgment condition is re-judged.

9. The method for adjusting the compatibility of rail transit vehicles and lines according to claim 8, characterized in that: The issuing of a corresponding adjustment instruction to the line or vehicle based on the adjustment judgment result includes: (1) When the stiffness and damping of the line need to be adjusted, an adjustment instruction for the stiffness and damping of the line is issued, and the instruction includes: Obtain the preset rail lateral stiffness change and vertical stiffness change , the change rate of the lateral stiffness and the change rate of the vertical stiffness of the rail , and the lateral damping change rate and vertical damping change rate of the rail ; According to the change of lateral stiffness and vertical stiffness of the rail , calculate the lateral damping change and vertical damping change of the rail ; Based on the change in rail stiffness , and the damping change of the rail , adjust the stiffness and damping of the line; (2) When the stiffness and damping of the primary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the primary suspension is issued, and the instruction includes: Get the lateral stiffness change and vertical stiffness change of the preset primary suspension , the lateral stiffness change rate and vertical stiffness change rate of the primary suspension , and the lateral damping change rate and vertical damping change rate of the primary suspension ; According to the change of lateral stiffness and vertical stiffness of the primary suspension , calculate the lateral damping change and vertical damping change of the primary suspension ; Based on the stiffness change of the primary suspension , and the damping change of the primary suspension , adjust the stiffness and damping of the primary suspension; (3) When the stiffness and damping of the secondary suspension need to be adjusted, an adjustment instruction for the stiffness and damping of the secondary suspension is issued, and the instruction includes: Get the preset lateral stiffness change and vertical stiffness change of the secondary suspension , the lateral stiffness change rate and vertical stiffness change rate of the secondary suspension , and the lateral damping change rate and vertical damping change rate of the secondary suspension ; According to the change of lateral stiffness and vertical stiffness of the secondary suspension , calculate the lateral damping change and vertical damping change of the secondary suspension ; Stiffness variation based on secondary suspension , and the damping change of the secondary suspension , adjust the stiffness and damping of the secondary suspension.

10. A system for adjusting the adaptability of rail transit vehicles and lines, characterized in that: include: A data acquisition module, used for acquiring line vibration data and vehicle vibration data; The vehicle vibration data includes: wheel vibration data, bogie vibration data and vehicle body vibration data; A processing module, used to obtain judgment parameters based on the line vibration data and the vehicle vibration data, wherein the judgment parameters include effective values ​​of vibration acceleration, vibration velocity, vibration displacement and vibration main frequency of the line and the vehicle per unit time; A logic judgment module, used to obtain adjustment judgment results of the line, primary and secondary suspension stiffness and damping based on the amplitude judgment condition and the main frequency judgment condition set according to the judgment parameter; The control module is used to issue corresponding adjustment instructions to the line or vehicle based on the adjustment judgment result, so as to improve the compatibility of the vehicle and the line.

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