Railway vehicle multi-component coupling simulation method and related equipment

Abstract

The invention provides a railway vehicle multi-component coupling simulation method and related equipment, and the method comprises the steps: obtaining the structure parameters of vehicle components of a railway vehicle, constructing a plurality of vehicle component rigid body models, and constructing a whole vehicle rigid body model of the railway vehicle based on the connection relation between the vehicle components; constructing a corresponding first flexible body model for any one of the wheel pair and the gear box, and replacing a corresponding vehicle part rigid body model in the whole vehicle rigid body model with the first flexible body model to obtain a multi-part flexible body model; a second flexible body model corresponding to the track is constructed, and a multi-flexible-body vehicle dynamics model is constructed according to the second flexible body model and the multi-component flexible body model; constructing a fault model corresponding to any one of a gear box, a wheel set and a track; and inputting the dynamic model and the fault model of the multi-flexible-body vehicle into simulation software, and performing multi-component coupling simulation of the railway vehicle. The simulation precision of the railway vehicle can be improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of computer-aided design for railway engineering, and particularly relates to a multi-component coupling simulation method for rail vehicles and related equipment. Background Art

[0002] High-speed railways play an important role in the sustainable development strategy of transportation due to their high safety, low energy consumption, and small environmental pollution. With the development of the railway transportation system towards high speed, heavy load, and large traffic volume, the status of railway transportation has become more prominent. However, the increase in speed and load has intensified the dynamic interaction between key components of the drive system and between the wheel and rail, and many new problems of wear and damage have emerged.

[0003] In the past, when studying problems related to vehicle-track system dynamics, a common approach was to simplify each component of the vehicle-track system into a rigid body. Taking the rigid wheel set model as an example, the mass and moment of inertia of the wheel set are concentrated at the center of mass, and elastic deformation is not considered, greatly reducing the degrees of freedom of the wheel set. When it interacts with a massless rail, the effective frequency can only reach about 30 Hz. In fact, due to the existence of track irregularities and wheel wear, the vibration frequency of high-speed wheel sets is much higher than this value. Therefore, traditional multi-rigid body and single-flexible body models can no longer meet the research needs of vibration and vibration transmission characteristics in the high-frequency band of the vehicle-track system. It is necessary to establish a vehicle-track coupling model considering the flexibility of the wheel-rail system in combination with the theory of multi-flexible body system dynamics to be closer to reality. In the past two decades of the development of flexible body modeling, through the efforts of scholars at home and abroad for many years, great progress has been made from using theoretical formula models to widely using combined finite element software and multi-body dynamics software.

[0004] Current rail vehicle simulation methods usually only consider the wheel-rail coupling relationship and ignore the transmission effect of the drive system; in addition, flexible modeling methods mostly only consider the flexibility of a single component. When studying the vibration characteristics of a single component, this method has relatively simple modeling and high calculation efficiency. However, in fact, due to the coupling resonance phenomenon of key components in the vehicle-track system, which is more obvious under high-speed operation, only modeling a single structure as a flexible body cannot study the overall vibration characteristics of the vehicle-track system and cannot better fit the actual situation, resulting in inaccurate simulation results. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a multi-component coupling simulation method for rail vehicles and related equipment to improve the simulation accuracy of rail vehicles.

[0006] In a first aspect, the present invention provides a multi-component coupling simulation method for rail vehicles, and the method includes the following steps:

[0007] Obtain the structural parameters of multiple vehicle components of a rail vehicle, construct rigid body models of multiple vehicle components according to the structural parameters, and construct a rigid body model of the whole rail vehicle based on the connection relationships between multiple vehicle components and the rigid body models of multiple vehicle components; the rigid body models of multiple vehicle components correspond one by one to multiple vehicle components, and multiple vehicle components include bogies, wheelsets, gearboxes, and axle boxes;

[0008] For any one of the wheelset and the gearbox respectively, construct a first flexible body model corresponding to this one, and use the first flexible body model to replace the rigid body model of the vehicle component corresponding to this one in the rigid body model of the whole vehicle to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of the wheelset or the gearbox during the running of the rail vehicle;

[0009] Construct a second flexible body model corresponding to the track, and construct a multi-flexible body vehicle dynamics model according to the second flexible body model and the multi-component flexible body model; the second flexible body model is used to describe the deformation when the track contacts the wheelset;

[0010] For any one of the gearbox, the wheelset, and the track respectively, construct a fault model corresponding to this one; the fault model is a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model is used to describe the correlation between the gear crack in the gearbox and the gear meshing stiffness. The wheel polygon model is used to describe the difference between the wheel diameters of each wheel in the wheelset and the preset wheel diameter. The rail corrugation model is used to describe the rail corrugation corresponding to the track;

[0011] Input the multi-flexible body vehicle dynamics model and the fault model into the simulation software to perform multi-component coupling simulation of the rail vehicle.

[0012] Optionally, the first flexible body model is a flexible wheelset model or a flexible gearbox model;

[0013] The construction process of the first flexible body model is as follows:

[0014] For any one of the wheelset and the gearbox respectively, construct a three-dimensional model corresponding to this one according to the structural parameters of this one; among them, the structural parameters of the wheelset include wheel diameter, flange height, flange thickness, and tread type, and the structural parameters of the gearbox include the number of teeth of the gear, correction coefficient, module, pressure angle, helix angle, tooth width, and transmission ratio;

[0015] Discretize the three-dimensional model with three-dimensional solid elements to obtain a finite element model corresponding to this one; among them, the three-dimensional solid element is a Solid45 element;

[0016] Import the finite element model into the finite element analysis model to obtain the first flexible body model; the finite element analysis model is FEMBS.

[0017] Optionally, constructing a second flexible body model corresponding to the track, including:

[0018] Collecting the structural parameters of the track and constructing a three-dimensional model of the track according to the structural parameters;

[0019] Discretizing the three-dimensional model of the track using three-dimensional solid elements to obtain a finite element model of the track;

[0020] Performing modal analysis on the finite element model of the track to obtain multiple vertical bending modal frequencies of the track and the modal vibration modes corresponding to each vertical bending modal frequency;

[0021] Importing the multiple vertical bending modal frequencies, modal vibration modes, and the finite element model of the track into the finite element analysis model to obtain the second flexible body model.

[0022] Optionally, the expression of the gear crack fault model is as follows:

[0023]

[0024] Wherein, represents the effective stiffness matrix, x t +Δt represents the displacement at time t+Δt, represents the payload matrix.

[0025] Optionally, the expression of the wheel polygon model is as follows:

[0026]

[0027] Wherein, Z 0 (t) represents the wheel polygon diameter difference, i represents the polygon order, i = 1, 2,..., N, N represents the total polygon order, A i represents the amplitude of the i-th order polygon, represents the phase corresponding to the i-th order polygon, v represents the running speed, t represents the running time, and R represents the wheel radius.

[0028] Optionally, the construction process of the rail corrugation model is as follows:

[0029] Calculating the track irregularity excitation according to the pre-acquired track irregularity samples; the expression of the track irregularity excitation is as follows S(f) h represents the horizontal irregularity fitting spectrum, S(f) v represents the vertical irregularity fitting spectrum, and f represents the track irregularity spatial frequency;

[0030] Constructing an ideal rail corrugation based on trigonometric functions, constructing a measured rail corrugation using the Fourier fitting method, and determining the correlation relationship between the ideal rail corrugation and the measured rail corrugation; the correlation relationship is y A= 0.0157 + 0.0014 * cos(ωx) + 0.0026 * cos(3ωx) - 0.0013 * sin(3ωx) + 0.0017 * sin(4ωx) + 0.0035 * sin(8ωx), y A represents the value of the corrugation function, x represents the track position coordinate, and ω represents the fundamental frequency of the corrugation;

[0031] According to the excitation and correlation relationship of track irregularities, a rail corrugation model is constructed; the rail corrugation is expressed as the spatial numerical superposition of track irregularities and ideal corrugation.

[0032] Optionally, the simulation software is SIMPACK.

[0033] In a second aspect, the present invention provides a multi-component coupling simulation system for a rail vehicle, including:

[0034] A rigid body model construction module, configured to obtain the structural parameters of multiple vehicle components of the rail vehicle, construct rigid body models of the multiple vehicle components according to the structural parameters, and construct a vehicle rigid body model of the rail vehicle based on the connection relationship between the multiple vehicle components and the rigid body models of the multiple vehicle components; the rigid body models of the multiple vehicle components correspond to the multiple vehicle components one by one, and the multiple vehicle components include bogies, wheelsets, gearboxes, and axle boxes;

[0035] A first flexible model construction module, configured to respectively construct a first flexible body model corresponding to any one of the wheelset and the gearbox, and use the first flexible body model to replace the rigid body model of the vehicle component corresponding to the one in the vehicle rigid body model to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of the wheelset or the gearbox during the running of the rail vehicle;

[0036] A second flexible model construction module, configured to construct a second flexible body model corresponding to the track, and construct a multi-flexible body vehicle dynamics model according to the second flexible body model and the multi-component flexible body model; the second flexible body model is used to describe the deformation when the track contacts the wheelset;

[0037] A fault model construction module, configured to respectively construct a fault model corresponding to any one of the gearbox, the wheelset, and the track; the fault model is a gear crack fault model, a wheel polygon model, or a rail corrugation model, the gear crack fault model is used to describe the correlation relationship between the gear crack in the gearbox and the gear meshing stiffness, the wheel polygon model is used to describe the difference between the wheel diameters of each wheel in the wheelset and the preset wheel diameter, and the rail corrugation model is used to describe the rail corrugation corresponding to the track;

[0038] A simulation module, which is used to input the multi-flexible-body vehicle dynamics model and the fault model into simulation software for multi-component coupling simulation of rail vehicles; among them, the results of the fault model are used to correct the multi-flexible-body vehicle dynamics model.

[0039] In a third aspect, the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the above-mentioned multi-component coupling simulation method for rail vehicles is realized.

[0040] In a fourth aspect, the present invention provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the above-mentioned multi-component coupling simulation method for rail vehicles is realized.

[0041] The beneficial effects of the present invention are as follows:

[0042] The multi-component coupling simulation method for rail vehicles provided by the present invention replaces the rigid body models of the corresponding vehicle components with flexible body models of the wheelset and gearbox to obtain a multi-component flexible body model, and constructs a multi-flexible-body vehicle dynamics model based on the flexible body model of the track and the multi-component flexible body model. This measure takes into account the flexibility of the wheelset, gearbox, and track, and combines the transmission effects between the train drive systems during the simulation process, which is beneficial to improving the simulation accuracy of rail trains; at the same time, the multi-flexible-body vehicle dynamics model is corrected through the gear crack fault model, wheel polygon model, and rail corrugation model, considering the coupled resonance characteristics brought by multi-component coupling faults, which is beneficial to improving the simulation accuracy of rail trains. Description of the Drawings

[0043] Figure 1 It is a simplified structure diagram of a rail vehicle system in one embodiment of the present application;

[0044] Figure 2 It is a schematic structural diagram of a rail vehicle gearbox in one embodiment of the present application;

[0045] Figure 3 It is a flowchart of the multi-component coupling simulation method for rail vehicles in one embodiment of the present application;

[0046] Figure 4 It is a schematic diagram of a wheelset finite element model in one embodiment of the present application;

[0047] Figure 5 It is a schematic diagram of a gearbox finite element model in one embodiment of the present application;

[0048] Figure 6 It is a schematic diagram of a rail finite element model in one embodiment of the present application;

[0049] Figure 7 Schematic diagram of the ideal rail corrugation in one embodiment of the present application;

[0050] Figure 8 Schematic diagram of the measured rail corrugation in one embodiment of the present application;

[0051] Figure 9a Schematic diagram of the meshing force of the No. 225 force element in another embodiment of the present application;

[0052] Figure 9b Schematic diagram of the meshing force of the No. 51 force element in another embodiment of the present application;

[0053] Figure 10 Schematic diagram of the comparison of the meshing stiffness between the normal gear model and the gear crack fault models with different fault depths in another embodiment of the present application;

[0054] Figure 11a Schematic diagram of the lateral force acting on the wheel in one embodiment of the present application;

[0055] Figure 11b Schematic diagram of the vertical force acting on the wheel in one embodiment of the present application;

[0056] Figure 12 Schematic diagram of the calculation result of the train derailment coefficient in one embodiment of the present application;

[0057] Figure 13 Schematic diagram of the simulation result of the vertical vibration acceleration of the axle box of the multi-flexible body vehicle dynamics model in one embodiment of the present application;

[0058] Figure 14 Comparison diagram of the vertical vibration acceleration of the axle box of the multi-flexible body vehicle dynamics model, measured data and simulation data of different lines in one embodiment of the present application;

[0059] Figure 15 Structure diagram of the multi-component coupling simulation system of the rail vehicle in one embodiment of the present application;

[0060] Figure 16 Structure schematic diagram of the terminal device in one embodiment of the present application. Specific embodiments

[0061] Aiming at the problem that the traditional simulation method for rail vehicles only considers the flexibility of a single vehicle component and ignores the transmission effect of the transmission system, resulting in low accuracy of simulation results, the present invention provides a multi-component coupling simulation method and related equipment for rail vehicles. Among them, the method replaces the rigid body models of the corresponding vehicle components with the flexible body models of the wheelset and the gearbox to obtain a multi-component flexible body model, and constructs a multi-flexible body vehicle dynamics model based on the flexible body model of the track and the multi-component flexible body model. This move takes into account the flexibility of the wheelset, the gearbox, and the track, and combines the transmission effect between the train transmission systems during the simulation process, which is beneficial to improving the simulation accuracy of the rail train. At the same time, the multi-flexible body vehicle dynamics model is corrected through the gear crack fault model, the wheel polygon model, and the rail corrugation model, considering the coupling resonance characteristics brought by the multi-component coupling fault, which is beneficial to improving the simulation accuracy of the rail train.

[0062] For the convenience of description, first, the structure of the rail vehicle system in the present invention will be described. Refer to Figure 1 , Figure 1 which shows the simplified structure of the rail vehicle system in the embodiment of the present invention.

[0063] In the embodiment of the present invention, as Figure 1 shown, the rail train system can be generally simplified into a car body 11, two bogies (12A, 12B), four wheelsets (13A, 13B, 13C, 13D), four gearboxes (14A, 14B, 14C, 14D), four axle boxes (15A, 15B, 15C, 15D), and a rail 16. Among them, the car body and the bogies (12A, 12B) are connected by secondary suspension, and the bogies (12A, 12B) and the wheelsets (13A, 13B, 13C, 13D), gearboxes (14A, 14B, 14C, 14D), and axle boxes (15A, 15B, 15C, 15D) are connected by primary suspension.

[0064] As Figure 2 shown, each gearbox includes a pinion 201, a large gear 202, a pinion bearing 203, a large gear bearing 204, and a gearbox housing 205. One end of the pinion bearing 203 is connected to one end of the pinion 201, and the other end of the pinion bearing 203 is connected to the gearbox housing 205. One end of the large gear bearing 204 is connected to one end of the large gear 202, and the other end of the large gear bearing 204 is connected to the gearbox housing 205. The other end of the pinion 201 is connected to the other end of the large gear 202.

[0065] In the embodiment of the present invention, the car body, the bogie, the wheelset, and the meshing gears of the gearbox all consider 6 degrees of freedom including heave, sway, longitudinal movement, nodding, yawing, and rolling, and the axle box only considers 1 degree of freedom of nodding.

[0066] The following is a specific description of the multi-component coupling simulation method for rail vehicles provided by the present invention.

[0067] As Figure 3 shown, the multi-component coupling simulation method for rail vehicles provided by the present invention includes the following steps:

[0068] Step 31: Obtain the structural parameters of multiple vehicle components of the rail vehicle, construct rigid body models of the multiple vehicle components according to the structural parameters, and construct a rigid body model of the entire rail vehicle based on the connection relationships between the multiple vehicle components and the rigid body models of the multiple vehicle components.

[0069] It should be noted that the rigid body models of the multiple vehicle components correspond one-to-one with the multiple vehicle components. The above-mentioned multiple vehicle components include a bogie frame, wheelsets, gearboxes, and axle boxes.

[0070] In an embodiment of the present invention, the structural parameters of the bogie frame include: the distance between the main crossbeams, the thickness of the main crossbeams, the distance between the side beams, and the thickness of the side beams;

[0071] The structural parameters of the wheelset include: the wheel diameter, the height of the wheel flange, the thickness of the wheel flange, and the tread type;

[0072] The structural parameters of the axle box include: the geometric parameters of the axle box body (length, width, height), the geometric parameters of the axle box cover (length, width, height), and the dimensions of the axle box bearing (inner diameter, outer diameter, width);

[0073] The structural parameters of the gearbox include the number of teeth of the gear, the correction coefficient, the module, the pressure angle, the helix angle, the tooth width, and the transmission ratio.

[0074] The process of constructing rigid body models of multiple vehicle components according to the structural parameters is as follows: Exemplarily, collect data such as the geometric shape, dimensions, and material properties of the components; select computer-aided design software (such as SolidWorks) to construct geometric models; specify materials for the components in the modeling software and input physical properties such as density and elastic modulus; set the constraints (such as fixation, hinge connection) and connections (such as welding, bolt connection) of the components according to the actual structure; perform mesh generation as a whole.

[0075] Step 32: For any one of the wheelset and the gearbox, construct a corresponding first flexible body model, and use the first flexible body model to replace the corresponding vehicle component rigid body model in the rigid body model of the entire vehicle to obtain a multi-component flexible body model.

[0076] It should be noted that the above-mentioned first flexible body model is used to describe the deformation of the wheelset or the gearbox during the running of the rail vehicle, and can be respectively recorded as a flexible wheelset model or a flexible gearbox model.

[0077] The construction process of the first flexible body model will be described below, specifically including steps a to c.

[0078] Step a, for any one of the wheel set and the gearbox respectively, construct a three-dimensional model corresponding to the one according to the structural parameters of the one.

[0079] Exemplarily, according to the collected structural parameters of the wheel set or the gearbox, three-dimensional modeling software (such as AutoCAD) can be used for modeling.

[0080] Step b, discretize the three-dimensional model using three-dimensional solid elements to obtain a finite element model corresponding to the one.

[0081] Among them, the three-dimensional solid element is the Solid45 element.

[0082] Step c, import the finite element model into the finite element analysis model to obtain the first flexible body model.

[0083] Among them, the finite element analysis model is FEMBS.

[0084] The construction process of the flexible wheel set model corresponding to the wheel set will be described below.

[0085] First, obtain the three-dimensional model of the wheel set, and then perform mesh division on the wheel set. A finer mesh is used at the wheel tread, and the mesh width at other positions can be relatively wider. Exemplarily, in an embodiment of the present invention, the mesh size at the wheel tread is set to 20 mm, the mesh size at the axle is set to 50 mm, and the entire wheel set is discretized using Solid45 elements, resulting in 185,117 nodes and 113,562 elements. Set the elastic modulus to 210 GPa, the Poisson's ratio to 0.3, and the density to 7850 kg / m3. The obtained finite element model of the wheel set is as Figure 4 shown.

[0086] Then, calculate the first 30 modes of the wheel set. Excluding the first 6 rigid body modes, the modal frequencies cover 97 Hz to 1081 Hz. 64 main nodes are selected along the circumferential direction on the wheel tread, and 45 main nodes are symmetrically selected on the center line of the axle including the center point of the wheel set and the connection points with the primary suspension. A total of 173 main nodes are selected for the entire wheel set. Import the *.cdb file containing information such as the nodes and elements of the wheel set model and the *.sub file obtained through substructure analysis into the FEMBS interface program to generate a *.fbi file, that is, a flexible wheel set model that can be imported into SIMPACK is obtained.

[0087] The construction process of the flexible gearbox model will be described below.

[0088] First, obtain the 3D model of the gearbox. Subsequently, mesh the large and small gears respectively. The quality of the finite element meshing directly affects the accuracy of the simulation results. When meshing the gears, finer meshes are used at the tooth roots, and the mesh widths at other positions can be relatively wider. Exemplarily, in an embodiment of the present invention, the mesh size at the tooth root of the small gear is set to 1 mm, the mesh size at the tooth root of the large gear is set to 3 mm, and the mesh sizes at the remaining positions are automatically set. The gear material is selected as structural steel, and the overall is discretized using Solid45 elements. The number of nodes of the small gear model is 468016, and the number of elements is 100647; the number of nodes of the large gear model is 436271, and the number of elements is 97614. The obtained finite element model of the gearbox is as shown in Figure 5 shown.

[0089] Then, considering the dynamic influence of tooth deformation, use the load distribution multi-point constraint (MPCs) definition to distribute the MPC load to the tooth surface nodes. Select 15 nodes at the tooth surface of each tooth, a total of 345 nodes for the small gear, and a total of 1185 nodes for the large gear. Import the *.cdb file containing information such as gear model nodes and elements, and the *.sub file obtained through substructure analysis into the FEMBS interface program to generate a *.fbi file, that is, a flexible gear model that can be imported into SIMPACK is obtained.

[0090] Step 33, construct the second flexible body model corresponding to the track, and construct a multi-flexible body vehicle dynamics model according to the second flexible body model and the multi-component flexible body model.

[0091] The above-mentioned second flexible body model is used to describe the deformation situation when the track contacts the wheel set.

[0092] The process of constructing the second flexible body model corresponding to the track will be described below, specifically including Step I to Step IV.

[0093] Step I, collect the structural parameters of the track, and construct a 3D model of the track according to the structural parameters.

[0094] In the embodiment of the present invention, the structural parameters of the track include: mass per unit length, sleeper spacing, vertical stiffness, and vertical damping.

[0095] Step II, discretize the 3D model of the track using 3D solid elements to obtain a finite element model of the track.

[0096] Exemplarily, use Solidworks and ANSYS software to establish a finite element model of a single 25 m long rail, discretize it using Solid45 elements, the number of nodes is 384751, and the number of elements is 217001. Fastening force elements are set on the rail at intervals of 0.632 m. The obtained finite element model of the rail is as shown inFigure 6 as shown

[0097] Step III: Perform modal analysis on the track finite element model to obtain multiple vertical bending modal frequencies of the track and the modal shapes corresponding to each vertical bending modal frequency.

[0098] Step IV: Import the multiple vertical bending modal frequencies, modal shapes, and the track finite element model into the finite element analysis model to obtain the second flexible body model.

[0099] Exemplarily, create a flexible track file in the SIMPACK software using the FEMBS interface to obtain the second flexible body model (flexible track sub-model).

[0100] Step 34: For any one of the gearbox, wheel set, and track, construct a fault model corresponding to that one.

[0101] Specifically, the above fault models are gear crack fault model, wheel polygon model, or rail corrugation model. Among them, the gear crack fault model is used to describe the correlation between gear cracks in the gearbox and gear meshing stiffness, the wheel polygon model is used to describe the difference between the wheel diameters of each wheel in the wheel set and the preset wheel diameter, and the rail corrugation model is used to describe the rail corrugation corresponding to the track.

[0102] The following is an explanation of each fault model.

[0103] The expression of the gear crack fault model is as follows:

[0104]

[0105] Among them, represents the effective stiffness matrix, x t +Δt represents the displacement at time t + Δt, represents the effective load matrix.

[0106] The expression of the wheel polygon model is as follows:

[0107]

[0108] Among them, Z 0 (t) represents the wheel polygon wheel diameter difference, i represents the polygon order, i = 1, 2,..., N, N represents the total polygon order, A i represents the amplitude of the i-th polygon, represents the phase corresponding to the i-th polygon, v represents the running speed, t represents the running time, and R represents the wheel radius.

[0109] The construction process of the rail corrugation model is as follows:

[0110] According to the pre-acquired track irregularity samples, calculate the track irregularity excitation; the expression of the track irregularity excitation is as follows S(f) h represents the horizontal irregularity fitting spectrum, and S(f) v represents the vertical irregularity fitting spectrum, and f represents the spatial frequency of the track irregularity;

[0111] Construct an ideal rail corrugation based on trigonometric functions, construct a measured rail corrugation using the Fourier fitting method, and determine the correlation between the ideal rail corrugation and the measured rail corrugation; the correlation is y A = 0.0157 + 0.0014*cos(ωx) + 0.0026*cos(3ωx) - 0.0013*sin(3ωx) + 0.0017*sin(4ωx) + 0.0035*sin(8ωx), where y A represents the corrugation function value, x represents the track position coordinate, and ω represents the fundamental wave frequency of the corrugation; in an embodiment of the present invention, the constructed ideal rail corrugation is as Figure 7 shown, and the measured rail corrugation constructed using the Fourier fitting method is as Figure 8 shown.

[0112] Construct a rail corrugation model according to the track irregularity excitation and the correlation. The rail corrugation is expressed as the spatial numerical superposition of the track irregularity and the ideal corrugation.

[0113] Step 35: Input the multi-flexible body vehicle dynamics model and the fault model into the simulation software to perform multi-component coupling simulation of the railway vehicle.

[0114] It should be noted that in the embodiments of the present invention, the flexible body model and the irregularity excitation are used to correct the multi-flexible body vehicle dynamics model; the fault model is for subsequent fault simulation.

[0115] In another embodiment of the present application, when constructing the fault model corresponding to the gearbox, a custom expression force element (force element No. 51) can be used to replace force element No. 225. Specifically, first apply force element No. 225 to the gear model and perform simulation calculations. After outputting the meshing force result and exporting the time-varying meshing stiffness data, import the meshing stiffness data into force element No. 51 through the InputFunction function, and use the model replaced with this force element to perform simulation calculations again. The comparison results of the meshing forces calculated by the two force element models are respectively as Figure 9a 、 9b shown. It can be seen that the meshing force results and trends of the two force element models are not much different, proving that it is feasible to use the custom expression to establish force element No. 51 to replace force element No. 225.

[0116] By sequentially decreasing the meshing stiffness with the crack depth, the influence of different crack depths of the gear on the time-varying meshing stiffness of the gear is simulated and input as the 51st force element of the gear crack fault. The comparison of the meshing stiffness between the normal gear model and the gear crack fault models with different fault depths is as Figure 10 shown. It can be seen that when there is a crack in the gear tooth, the meshing stiffness within the local range of the gear crack (about 30.37°) is sequentially decreased by 2×10 7 N / m, 4×10 7 N / m, and 6×10 7 N / m. The meshing stiffness data is imported into the 51st force element through the InputFunction function and replaces the 51st force element of the normal gear established previously. This can simplify the calculation process.

[0117] In order to verify the effectiveness of the multi-component coupling simulation method for rail vehicles provided by the present invention, in another embodiment of the present invention, the correctness of the multi-component coupling simulation method for rail vehicles is verified from two aspects: the running stability index and the vertical vibration acceleration of the axle box, as follows:

[0118] First, verify the running stability index.

[0119] Set the running speed of the rail vehicle to 300 km / h, conduct simulation calculations, and obtain the lateral force and vertical force acting on the wheel, as shown in Figure 11a 、 Figure 11b respectively. The index for evaluating the running stability of the vehicle can usually be described by the derailment coefficient. The calculation formula of the derailment coefficient can be expressed by , where Y is the lateral force acting on the wheel and Q is the vertical force acting on the wheel. The railway industry standard "Code for Design of High-Speed Railways (Trial)" (TB 10621-2009) stipulates that the derailment coefficient is . The calculation results of the train derailment coefficient are as shown in Figure 12 . For the multi-flexible body vehicle dynamics model, the train derailment coefficient during the vast majority of the running period is less than 0.1, and the maximum value of the derailment coefficient is less than 0.25, both of which do not reach half of the maximum limit (0.4) of the derailment coefficient stipulated in TB 10621-2009. This shows that the running stability of the multi-component coupling simulation method for rail vehicles is good and there is a large redundancy, which can meet the requirements of subsequent fault embedding and fault response calculations.

[0120] Then, verify the vertical vibration acceleration of the axle box.

[0121] Set the running speed of the train to 300 km / h, conduct simulation calculations, and obtain the vertical vibration acceleration of the axle box. For easy observation, here select part of the simulation results from 1.5 s to 2.5 s for visualization, as shown in Figure 13As shown in the figure. The real Fourier transform (rFFT) is performed on the above time-domain simulation results to obtain the simulation results of the vertical vibration acceleration of the axle box of the multi-flexible body vehicle dynamics model, and the results are compared and verified with the measured data and the simulation data of different lines. The results are as follows Figure 14 As shown. The variation laws of the vibration response of the multi-flexible body vehicle dynamics model, the measured vibration response, and the simulated vibration responses under different track irregularities and other line conditions are basically consistent with the numerical values. Since the track irregularity excitation applied in the model cannot be exactly the same as the actual line, and components such as the primary and secondary suspensions in the model are simplified as linear springs, etc., there are still differences between the calculation results of this model and the measured vibration response and the simulated vibration responses of different lines. The deviations of the three results are not large, so this multi-flexible body vehicle dynamics model can be used for the embedding of the fault model and the subsequent analysis of the vibration response characteristics of the flexible wheel-rail system.

[0122] It can be seen that the multi-component coupling simulation method for rail vehicles provided by the present invention uses flexible body models of wheelsets and gearboxes to replace the corresponding rigid body models of vehicle components, obtains a multi-component flexible body model, and constructs a multi-flexible body vehicle dynamics model based on the flexible body model of the track and the multi-component flexible body model. This measure takes into account the flexibility of the wheelset, gearbox, and track, combines the transmission effects between train transmission systems during the simulation process, and is beneficial to improving the simulation accuracy of rail trains; at the same time, by correcting the multi-flexible body vehicle dynamics model with a gear crack fault model, a wheel polygon model, and a rail corrugation model, the coupling resonance characteristics brought by multi-component coupling faults are considered, which is beneficial to improving the simulation accuracy of rail trains.

[0123] The multi-component coupling simulation system for rail vehicles provided by the present invention will be described below.

[0124] As Figure 15 As shown, the multi-component coupling simulation system 150 for rail vehicles includes:

[0125] A rigid body model construction module 151, configured to obtain the structural parameters of multiple vehicle components of a rail vehicle, construct rigid body models of multiple vehicle components according to the structural parameters, and construct a vehicle body rigid body model of the rail vehicle based on the connection relationships between multiple vehicle components and the rigid body models of multiple vehicle components; the rigid body models of multiple vehicle components correspond to multiple vehicle components one by one, and the multiple vehicle components include bogies, wheelsets, gearboxes, and axle boxes;

[0126] A first flexible model construction module 152, configured to respectively construct a first flexible body model corresponding to any one of the wheelset and the gearbox, and use the first flexible body model to replace the rigid body model of the vehicle component corresponding to the one in the vehicle body rigid body model to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of the wheelset or the gearbox during the running of the rail vehicle;

[0127] The second flexible model construction module 153 is configured to construct a second flexible body model corresponding to the track, and construct a multi-flexible body vehicle dynamics model according to the second flexible body model and the multi-component flexible body model; the second flexible body model is used to describe the deformation condition when the track contacts the wheel set.

[0128] The fault model construction module 154 is configured to construct a fault model corresponding to any one of the gearbox, the wheel set, and the track respectively; the fault model is a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model is used to describe the correlation between the gear crack in the gearbox and the gear meshing stiffness. The wheel polygon model is used to describe the difference between the wheel diameters of each wheel in the wheel set and the preset wheel diameter. The rail corrugation model is used to describe the rail corrugation corresponding to the track.

[0129] The simulation module 155 is configured to input the multi-flexible body vehicle dynamics model and the fault model into simulation software to perform multi-component coupling simulation of the rail vehicle; wherein, the result of the fault model is used to correct the multi-flexible body vehicle dynamics model.

[0130] It should be noted that the information interaction, execution process, etc. between the above systems / modules, due to being based on the same concept as the method embodiments of this application, for their specific functions and the technical effects brought, reference can be specifically made to the method embodiment part, and details are not described here again. Those skilled in the art can clearly understand that for the convenience and conciseness of description, only the above division of each functional unit and module is used as an example for illustration. In practical applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of this application. The specific working process of the units and modules in the above system can refer to the corresponding process in the foregoing method embodiment, and details are not described here again.

[0131] As shown in the figure, an embodiment of the present invention provides a terminal device. As shown in the figure, the terminal device D10 of this embodiment includes: at least one processor D100 (

[0132] As Figure 16 shown, an embodiment of the present invention provides a terminal device. As Figure 16 shown, the terminal device D10 of this embodiment includes: at least one processor D100( Figure 16only shows one processor), a memory D101, and a computer program D102 stored in the memory D101 and executable on the at least one processor D100. When the processor D100 executes the computer program D102, it implements the steps in any of the above method embodiments.

[0133] Specifically, when the processor D100 executes the computer program D102, it obtains the structural parameters of multiple vehicle components of the rail vehicle, constructs rigid body models of multiple vehicle components according to the structural parameters, and constructs a rigid body model of the whole rail vehicle based on the connection relationships between multiple vehicle components and the rigid body models of multiple vehicle components; for any one of the wheel set and the gearbox respectively, constructs a first flexible body model corresponding to the one, and uses the first flexible body model to replace the rigid body model of the vehicle component corresponding to the one in the rigid body model of the whole vehicle, obtaining a multi-component flexible body model; constructs a second flexible body model corresponding to the track, and constructs a multi-flexible body vehicle dynamics model according to the second flexible body model and the multi-component flexible body model; for any one of the gearbox, the wheel set, and the track respectively, constructs a fault model corresponding to the one; inputs the multi-flexible body vehicle dynamics model and the fault model into simulation software to perform multi-component coupling simulation of the rail vehicle. Among them, using the flexible body models of the wheel set and the gearbox to replace their corresponding rigid body models of vehicle components, obtaining a multi-component flexible body model, and constructing a multi-flexible body vehicle dynamics model based on the flexible body model of the track and the multi-component flexible body model, this measure takes into account the flexibility of the wheel set, the gearbox, and the track, combines the transmission effects between train drive systems during the simulation process, and is beneficial to improving the simulation accuracy of the rail train; at the same time, by correcting the multi-flexible body vehicle dynamics model through the gear crack fault model, the wheel polygon model, and the rail corrugation model, the coupling resonance characteristics brought by multi-component coupling faults are considered, which is beneficial to improving the simulation accuracy of the rail train.

[0134] The so-called processor D100 may be a central processing unit (CPU, Central Processing Unit), and this processor D100 may also be other general-purpose processors, digital signal processors (DSP, Digital Signal Processor), application specific integrated circuits (ASIC, Application Specific Integrated Circuit), field-programmable gate arrays (FPGA, Field-Programmable Gate Array), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or this processor may also be any conventional processor, etc.

[0135] In some embodiments, the memory D101 may be an internal storage unit of the terminal device D10, such as the hard disk or memory of the terminal device D10. In some other embodiments, the memory D101 may also be an external storage device of the terminal device D10, such as a plug-in hard disk equipped on the terminal device D10, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. Further, the memory D101 may also include both the internal storage unit and the external storage device of the terminal device D10. The memory D101 is used to store an operating system, application programs, a BootLoader, data, and other programs, such as the program code of the computer program. The memory D101 may also be used to temporarily store data that has been output or will be output.

[0136] An embodiment of the present application also provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0137] An embodiment of the present application provides a computer program product, and when the computer program product runs on a terminal device, the terminal device is caused to execute the steps in the above-mentioned method embodiments.

[0138] Those of ordinary skill in the art should understand that: the discussion of any of the above embodiments is only exemplary and is not intended to imply that the protection scope of the present application is limited to these examples; under the concept of the present application, the technical features in the above embodiments or different embodiments can also be combined, and the steps can be implemented in any order, and there are many other variations in different aspects of one or more embodiments of the present application as described above, and they are not provided in detail for the sake of brevity.

[0139] One or more embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omission, modification, equivalent substitution, improvement, etc. made within the spirit and principle of one or more embodiments of the present application shall be included in the protection scope of the present application.

Claims

1. A multi-component coupling simulation method for a rail vehicle, characterized in that: include: Acquire structural parameters of a plurality of vehicle components of a rail vehicle, construct a plurality of rigid body models of the vehicle components according to the structural parameters, and construct a whole vehicle rigid body model of the rail vehicle based on the connection relationship between the plurality of vehicle components and the plurality of rigid body models of the vehicle components; the plurality of rigid body models of the vehicle components correspond one to one to the plurality of vehicle components, and the plurality of vehicle components include a bogie, a wheelset, a gearbox and an axle box; For each of the wheelset and the gearbox, a first flexible body model corresponding to the wheelset and the gearbox is constructed, and the first flexible body model is used to replace the vehicle component rigid body model corresponding to the wheelset and the gearbox in the vehicle rigid body model, so as to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of the wheelset or the gearbox during the travel of the rail vehicle; Constructing a second flexible body model corresponding to the track, and constructing a multi-flexible body vehicle dynamics model based on the second flexible body model and the multi-component flexible body model; the second flexible body model is used to describe the deformation of the track when it contacts the wheelset; For any one of the gearbox, the wheelset and the track, a fault model corresponding to the one is constructed respectively; the fault model is a gear crack fault model, a wheel polygon model or a rail corrugation model, the gear crack fault model is used to describe the correlation between the gear crack in the gearbox and the gear meshing stiffness, the wheel polygon model is used to describe the difference between the wheel diameter of each wheel in the wheelset and the preset wheel diameter, and the rail corrugation model is used to describe the rail corrugation corresponding to the track; The multi-flexible body vehicle dynamics model and the fault model are input into simulation software to perform multi-component coupling simulation of rail vehicles.

2. The rail vehicle multi-component coupling simulation method according to claim 1, characterized in that: The first flexible body model is a flexible wheelset model or a flexible gearbox model; The construction process of the first flexible body model is as follows: For either the wheelset or the gearbox, a three-dimensional model corresponding to the wheelset or the gearbox is constructed according to the structural parameters of the wheelset; wherein the structural parameters of the wheelset include wheel diameter, wheel rim height, wheel rim thickness and tread type, and the structural parameters of the gearbox include the number of gear teeth, correction coefficient, module, pressure angle, helix angle, tooth width and transmission ratio; Discretizing the three-dimensional model using a three-dimensional solid unit to obtain a finite element model corresponding to the one; wherein the three-dimensional solid unit is a Solid45 unit; The finite element model is imported into a finite element analysis model to obtain the first flexible body model; the finite element analysis model is FEMBS.

3. The rail vehicle multi-component coupling simulation method according to claim 2, characterized in that: The second flexible body model corresponding to the construction track includes: Collecting structural parameters of the track, and constructing a three-dimensional model of the track according to the structural parameters; The three-dimensional solid unit is used to discretize the three-dimensional model of the track to obtain a track finite element model; Performing modal analysis on the track finite element model to obtain a plurality of vertical bending modal frequencies of the track and a modal vibration shape corresponding to each of the vertical bending modal frequencies; The multiple vertical bending modal frequencies, the modal vibration shapes and the track finite element model are imported into the finite element analysis model to obtain the second flexible body model.

4. The rail vehicle multi-component coupling simulation method according to claim 1, characterized in that: The expression of the gear crack fault model is as follows: in, represents the effective stiffness matrix, x t +Δt represents the displacement at time t+Δt, Represents the payload matrix.

5. The rail vehicle multi-component coupling simulation method according to claim 1, characterized in that: The expression of the wheel polygonal model is as follows: Where Z0(t) represents the wheel polygon diameter difference, i represents the polygon order, i = 1, 2, ..., N, N represents the total polygon order, A i represents the amplitude of the i-th order polygon, represents the phase corresponding to the i-th order polygon, v represents the running speed, t represents the running time, and R represents the wheel radius.

6. The rail vehicle multi-component coupling simulation method according to claim 1, characterized in that: The construction process of the rail corrugation model is as follows: According to the track irregularity samples obtained in advance, the track irregularity excitation is calculated; the expression of the track irregularity excitation is as follows: S(f) h represents the horizontal unevenness fitting spectrum, S(f) v represents the high and low irregularity fitting spectrum, and f represents the track irregularity spatial frequency; The ideal rail corrugation is constructed based on trigonometric functions, the measured rail corrugation is constructed using the Fourier fitting method, and the correlation between the ideal rail corrugation and the measured rail corrugation is determined; the correlation is y A =0.0157+0.0014*cos(ωx)+0.0026*cos(3ωx)-0.0013*sin(3ωx)+0.0017*sin(4ωx)+0.0035*sin(8ωx), y A represents the corrugation function value, x represents the track position coordinate, and ω represents the corrugation fundamental frequency; The rail corrugation model is constructed according to the track irregularity excitation and the association relationship; the rail corrugation is represented as a spatial numerical superposition of track irregularity and ideal corrugation.

7. The rail vehicle multi-component coupling simulation method according to claim 1, characterized in that: The simulation software is SIMPACK.

8. A railway vehicle multi-component coupling simulation system, characterized in that: include: A rigid body model building module, used to obtain structural parameters of multiple vehicle components of a rail vehicle, build multiple vehicle component rigid body models according to the structural parameters, and build a whole vehicle rigid body model of the rail vehicle based on the connection relationship between the multiple vehicle components and the multiple vehicle component rigid body models; the multiple vehicle component rigid body models correspond to the multiple vehicle components one by one, and the multiple vehicle components include a bogie, a wheelset, a gearbox and an axle box; a first flexible model building module, for building a first flexible body model corresponding to either the wheelset or the gearbox, and using the first flexible body model to replace the vehicle component rigid body model corresponding to the wheelset or the gearbox in the vehicle rigid body model, so as to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of the wheelset or the gearbox during the travel of the rail vehicle; A second flexible model construction module is used to construct a second flexible body model corresponding to the track, and to construct a multi-flexible body vehicle dynamics model based on the second flexible body model and the multi-component flexible body model; the second flexible body model is used to describe the deformation of the track when it contacts the wheelset; a fault model construction module, for constructing a fault model corresponding to any one of the gearbox, the wheelset and the track, respectively; the fault model is a gear crack fault model, a wheel polygon model or a rail corrugation model, the gear crack fault model is used to describe the correlation between the gear crack and the gear meshing stiffness in the gearbox, the wheel polygon model is used to describe the difference between the wheel diameter of each wheel in the wheelset and the preset wheel diameter, and the rail corrugation model is used to describe the rail corrugation corresponding to the track; The simulation module is used to input the multi-flexible body vehicle dynamics model and the fault model into the simulation software to perform a multi-component coupling simulation of a rail vehicle; wherein the result of the fault model is used to correct the multi-flexible body vehicle dynamics model.

9. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the rail vehicle multi-component coupling simulation method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the rail vehicle multi-component coupling simulation method according to any one of claims 1 to 7 is implemented.

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