Railway vehicle multi-component coupling simulation method and related device

Abstract

This invention provides a method and related equipment for multi-component coupled simulation of rail vehicles. The method includes acquiring structural parameters of rail vehicle components, constructing multiple rigid body models of vehicle components, and constructing a complete rigid body model of the rail vehicle based on the connection relationships between the components. For either the wheelset or the gearbox, a corresponding first flexible body model is constructed, and this first flexible body model replaces the corresponding rigid body model of the vehicle component in the complete rigid body model, resulting in a multi-component flexible body model. A second flexible body model corresponding to the track is constructed, and a multi-flexible body vehicle dynamics model is constructed based on the second flexible body model and the multi-component flexible body model. For any one of the gearbox, wheelset, and track, a corresponding fault model is constructed. The multi-flexible body vehicle dynamics model and the fault model are input into simulation software to perform multi-component coupled simulation of the rail vehicle. This invention can improve the simulation accuracy of rail vehicles.

Description

Technical Field

[0001] This invention belongs to the field of computer-aided design technology for railway engineering, specifically relating to a multi-component coupled simulation method for rail vehicles and related equipment. Background Technology

[0002] High-speed rail plays a vital role in sustainable transportation development strategies due to its advantages such as high safety, low energy consumption, and minimal environmental pollution. As railway transportation systems evolve towards higher speeds, heavier loads, and larger capacity, the importance of rail transport becomes even more pronounced. However, the increased speed and load intensify the dynamic interactions between key components of the transmission system and between the wheel and rail, leading to the emergence of many new wear and tear problems.

[0003] In the past, a common approach in studying vehicle-track system dynamics was to simplify each component of the system into a rigid body. Taking a rigid wheelset model as an example, the wheelset's mass and moment of inertia are concentrated at the center of mass, and elastic deformation is neglected, significantly reducing the wheelset's degrees of freedom. When interacting with a massless rail, the effective frequency is only around 30Hz. However, in reality, due to track irregularities and wheel wear, the vibration frequency of high-speed wheelsets is much higher than this value. Therefore, traditional multi-rigid-body and single-flexible-body models are no longer sufficient to meet the research needs of high-frequency vibration and vibration transmission characteristics in vehicle-track systems. It is necessary to combine multi-flexible-body system dynamics theory to establish a vehicle-track coupling model that considers the flexibility of the wheel-rail system to better reflect reality. In the past two decades, the development of flexible body modeling has made significant progress, thanks to the efforts of scholars both domestically and internationally, from using theoretical formula models to the widespread use of combined finite element software and multibody dynamics software.

[0004] Current simulation methods for rail vehicles typically only consider the wheel-rail coupling relationship and ignore the transmission effect of the transmission system. In addition, flexible modeling methods often only consider the flexibility of a single component. When studying the vibration characteristics of a single component, this method is relatively simple to model and has high computational efficiency. However, in reality, due to the coupling resonance phenomenon in key components of the vehicle-rail system, which is more obvious under high-speed operation, modeling only a single structure as a flexible body cannot study the overall vibration characteristics of the vehicle-rail system, cannot better reflect the actual situation, and result 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 coupled simulation method and related equipment for rail vehicles, so as to improve the simulation accuracy of rail vehicles.

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

[0007] The structural parameters of multiple vehicle components of the rail vehicle are obtained, and rigid body models of multiple vehicle components are constructed based on the structural parameters. Based on the connection relationship between multiple vehicle components and the rigid body models of multiple vehicle components, the overall rigid body model of the rail vehicle is constructed. The rigid body models of multiple vehicle components correspond one-to-one with the multiple vehicle components, which include bogies, wheelsets, gearboxes, and axle boxes.

[0008] For either the wheelset or the gearbox, a first flexible body model is constructed for that specific component. The first flexible body model is then used to replace the rigid body model of the corresponding vehicle component in the overall vehicle rigid body model, resulting in a multi-component flexible body model. The first flexible body model is used to describe the deformation of the wheelset or gearbox during the operation of the rail vehicle.

[0009] A second flexible body model corresponding to the track is constructed, and a multi-flexible body vehicle dynamics model is constructed 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 when the track contacts the wheelset.

[0010] For each of the three components—gearbox, wheelset, and track—a corresponding fault model is constructed. The fault model can be a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model is used to describe the relationship between gear cracks and 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. The rail corrugation model is used to describe the rail corrugation corresponding to the track.

[0011] The dynamics model and fault model of the multi-flexible vehicle are input into the simulation software to perform coupled simulation of multiple components 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 either wheelset or gearbox, a three-dimensional model is constructed based on the structural parameters of that component. The structural parameters of the wheelset include wheel diameter, rim height, rim thickness, and tread type. The structural parameters of the gearbox include the number of gear teeth, correction factor, module, pressure angle, helix angle, tooth width, and transmission ratio.

[0015] The three-dimensional model is discretized using three-dimensional solid elements to obtain the corresponding finite element model; the three-dimensional solid elements are Solid45 elements.

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

[0017] Optionally, a second flexible body model corresponding to the orbit is constructed, including:

[0018] Collect the structural parameters of the track and construct a three-dimensional model of the track based on the structural parameters;

[0019] The three-dimensional model of the track is discretized using three-dimensional solid elements to obtain the finite element model of the track;

[0020] Modal analysis was performed on the finite element model of the track to obtain multiple vertical bending modal frequencies and the mode shapes corresponding to each vertical bending modal frequency;

[0021] Multiple vertical bending modal frequencies, mode shapes, and the track finite element model are imported into the finite element analysis model to obtain the second flexible body model.

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

[0023]

[0024] in, Let x represent the effective stiffness matrix. t +Δt represents the displacement at time t+Δt. This represents the payload matrix.

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

[0026]

[0027] Where Z0(t) represents the difference in wheel diameter of the polygon, i represents the order of the polygon, i = 1, 2, ..., N, and N represents the total order of the polygon, A i This represents the magnitude of the i-th order polygon. Let v represent the phase corresponding to the i-th order polygon, v represent the running speed, t represent the running time, and R represent the wheel radius.

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

[0029] Based on pre-acquired track irregularity samples, the track irregularity excitation is calculated; the expression for the track irregularity excitation is as follows: S(f) h S(f) represents the level-disordered fitted spectrum. v denoted as the high-low irregularity fitted spectrum, f represents the spatial frequency of the orbital irregularity;

[0030] An ideal rail corrugation pattern was constructed based on trigonometric functions. The measured rail corrugation pattern was then constructed using Fourier fitting, and the correlation between the ideal and measured rail corrugations was determined. 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 ω represents the wave grinding function value, x represents the track position coordinates, and ω represents the wave grinding fundamental frequency.

[0031] Based on the excitation and correlation of track irregularities, a rail corrugation model is constructed; rail corrugation is represented as the spatial numerical superposition of track irregularities and ideal corrugation.

[0032] Optionally, the simulation software is SIMPACK.

[0033] Secondly, the present invention provides a multi-component coupled simulation system for rail vehicles, comprising:

[0034] The rigid body model construction module is used to obtain the structural parameters of multiple vehicle components of the rail vehicle, construct rigid body models of multiple vehicle components based on the structural parameters, and construct the whole vehicle rigid body model of the rail vehicle based on the connection relationship between multiple vehicle components and the rigid body models of multiple vehicle components. The rigid body models of multiple vehicle components correspond one-to-one with the multiple vehicle components, which include bogies, wheelsets, gearboxes and axle boxes.

[0035] The first flexible model construction module is used to construct a first flexible body model for either wheelset or gearbox, and replace the vehicle component rigid body model corresponding to that component in the whole vehicle rigid body model with the first flexible body model to obtain a multi-component flexible body model; the first flexible body model is used to describe the deformation of wheelset or gearbox during the operation of rail vehicle.

[0036] The second flexible model construction module is used to construct the second flexible body model corresponding to the track, and to construct the 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 when the track contacts the wheelset.

[0037] The fault model construction module is used to construct a fault model for any one of the three components: gearbox, wheelset, and track. The fault model can be a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model is used to describe the relationship between gear cracks and 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. The rail corrugation model is used to describe the rail corrugation corresponding to the track.

[0038] The simulation module is used to input the dynamics model and fault model of the multi-flexible vehicle into the simulation software to perform coupled simulation of multiple components of the rail vehicle; the results of the fault model are used to correct the dynamics model of the multi-flexible vehicle.

[0039] Thirdly, 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, wherein the processor executes the computer program to implement the above-mentioned multi-component coupling simulation method for rail vehicles.

[0040] Fourthly, the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described multi-component coupling simulation method for rail vehicles.

[0041] The beneficial effects of this invention are:

[0042] The multi-component coupled simulation method for rail vehicles provided by this invention replaces the rigid body models of the corresponding vehicle components with flexible body models of wheelsets and gearboxes to obtain a multi-component flexible body model. A multi-flexible body vehicle dynamics model is then constructed based on the flexible body model of the track and the multi-component flexible body model. This approach considers the flexibility of wheelsets, gearboxes, and tracks, and incorporates the transmission interactions between the train transmission system during simulation, which helps improve the simulation accuracy of rail trains. Simultaneously, the multi-flexible body vehicle dynamics model is corrected using a gear crack fault model, a wheel polygon model, and a rail corrugation model, taking into account the coupled resonance characteristics caused by multi-component coupled faults, which further enhances the simulation accuracy of rail trains. Attached Figure Description

[0043] Figure 1 This is a simplified structural diagram of a rail vehicle system according to one embodiment of this application;

[0044] Figure 2 This is a schematic diagram of the structure of a rail vehicle gearbox in one embodiment of this application;

[0045] Figure 3 This is a flowchart of a multi-component coupling simulation method for rail vehicles according to one embodiment of this application;

[0046] Figure 4 This is a schematic diagram of a wheelset finite element model in one embodiment of this application;

[0047] Figure 5 This is a schematic diagram of a finite element model of a gearbox in one embodiment of this application;

[0048] Figure 6 This is a schematic diagram of a finite element model of a rail in one embodiment of this application;

[0049] Figure 7 This is a schematic diagram of an ideal rail corrugation in one embodiment of this application;

[0050] Figure 8 This is a schematic diagram of the measured rail corrugation in one embodiment of this application;

[0051] Figure 9a This is a schematic diagram of the meshing force of force element 225 in another embodiment of this application;

[0052] Figure 9b This is a schematic diagram of the meshing force of force element 51 in another embodiment of this application;

[0053] Figure 10 This is a schematic diagram comparing the meshing stiffness of a normal gear model and a gear crack fault model with different fault depths in another embodiment of this application.

[0054] Figure 11a This is a schematic diagram of the lateral force acting on the wheel in one embodiment of this application;

[0055] Figure 11b This is a schematic diagram of the vertical force acting on the wheel in one embodiment of this application;

[0056] Figure 12 This is a schematic diagram showing the calculation results of the train derailment coefficient in one embodiment of this application;

[0057] Figure 13 This is a schematic diagram of the simulation results of the vertical vibration acceleration of the axle box in a multi-flexible body vehicle dynamics model according to one embodiment of this application;

[0058] Figure 14 This is a comparison chart of the vertical vibration acceleration of the axle box, measured data, and simulation data of different lines in one embodiment of the multi-flexible body vehicle dynamics model of this application;

[0059] Figure 15 This is a structural diagram of a multi-component coupled simulation system for rail vehicles according to one embodiment of this application;

[0060] Figure 16 This is a schematic diagram of the structure of a terminal device in one embodiment of this application. Detailed Implementation

[0061] To address the problem of low simulation accuracy caused by traditional rail vehicle simulation methods that only consider the flexibility of individual vehicle components and neglect the transmission effect of the transmission system, this invention provides a multi-component coupled simulation method and related equipment for rail vehicles. This method replaces the rigid body models of the corresponding vehicle components with flexible body models of wheelsets and gearboxes, resulting in a multi-component flexible body model. A multi-flexible body vehicle dynamics model is then constructed based on the flexible body model of the track and the multi-component flexible body model. This approach considers the flexibility of wheelsets, gearboxes, and tracks, and incorporates the transmission effect between the train transmission system during simulation, which helps improve the accuracy of rail train simulation. Furthermore, the multi-flexible body vehicle dynamics model is corrected using a gear crack fault model, a wheel polygon model, and a rail corrugation model, taking into account the coupled resonance characteristics caused by multi-component coupled faults, which further enhances the accuracy of rail train simulation.

[0062] For ease of explanation, the structure of the rail vehicle system in this invention will first be described, referring to... Figure 1 , Figure 1 A simplified structure of the rail vehicle system in an embodiment of the present invention is shown.

[0063] In embodiments of the present invention, such as Figure 1 As shown, the rail train system can be simplified as follows: 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 rails 16. The car body and bogies (12A, 12B) are connected by a secondary suspension system, while the bogies (12A, 12B) are connected by a primary suspension system to the wheelsets (13A, 13B, 13C, 13D), gearboxes (14A, 14B, 14C, 14D), and axle boxes (15A, 15B, 15C, 15D).

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

[0065] In embodiments of the present invention, the car body, bogie, wheelsets, and meshing gears of the gearbox all consider six degrees of freedom: buoyancy, yaw, longitudinal movement, pitching, yaw, and roll. The axle box only considers one degree of freedom: pitching.

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

[0067] like Figure 3 As shown, the multi-component coupled simulation method for rail vehicles provided by this 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 multiple vehicle components based on the structural parameters, and construct the whole vehicle rigid body model of the rail vehicle based on the connection relationship between multiple vehicle components and the rigid body models of multiple vehicle components.

[0069] It should be noted that there is a one-to-one correspondence between the rigid body models of multiple vehicle components and the multiple vehicle components mentioned above, including the bogie frame, wheelset, gearbox, and axle box.

[0070] In an embodiment of the present invention, the structural parameters of the bogie frame include: main crossbeam spacing, main crossbeam thickness, side beam spacing, and side beam thickness;

[0071] The structural parameters of a wheelset include: wheel diameter, flange height, flange thickness, and 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 bearings (inner diameter, outer diameter, width).

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

[0074] The process of constructing rigid body models of multiple vehicle components based on structural parameters is as follows: For example, collect data such as the geometry, size, and material properties of the components; construct the geometric model using computer-aided design software (such as SolidWorks); specify the material for the components and input physical properties such as density and elastic modulus in the modeling software; set constraints (such as fixing and hinge) and connections (such as welding and bolting) for the components according to the actual structure; and perform overall mesh generation.

[0075] Step 32: For either wheelset or gearbox, construct the first flexible body model corresponding to that one, and replace the vehicle component rigid body model corresponding to that one in the whole vehicle rigid body model with the first flexible body model 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 gearbox during the operation of the rail vehicle, and can be referred to as the flexible wheelset model or the flexible gearbox model, respectively.

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

[0078] Step a: For either the wheelset or the gearbox, construct a corresponding 3D model based on the structural parameters of that component.

[0079] For example, the collected structural parameters of the wheelset or gearbox can be used to create a model using 3D modeling software (such as AutoCAD).

[0080] Step b: Discretize the three-dimensional model using three-dimensional solid elements to obtain the corresponding finite element model.

[0081] 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] The finite element analysis model is FEMBS.

[0084] The following describes the construction process of the flexible wheelset model corresponding to the wheelset.

[0085] First, a 3D model of the wheelset is obtained. Then, the wheelset is meshed, with a finer mesh used at the wheel tread and a wider mesh at other locations. For example, in one embodiment of the invention, the mesh size at the wheel tread is set to 20mm, and the mesh size at the axle is set to 50mm. The entire wheelset is discretized using Solid45 elements, resulting in 185,117 nodes and 113,562 elements. The elastic modulus is set to 210 GPa, Poisson's ratio to 0.3, and density to 7850 kg / m³. The resulting finite element model of the wheelset is shown below. Figure 4 As shown.

[0086] Then, the first 30 modes of the wheelset were calculated, excluding the first 6 rigid body modes, with modal frequencies covering 97Hz to 1081Hz. Sixty-four principal nodes were selected along the circumference of the wheel tread, and 45 principal nodes were symmetrically selected along the axle centerline, including the wheelset center point and the connection point with the primary suspension, for a total of 173 principal nodes selected for the entire wheelset. The *.cdb file containing information about the wheelset model nodes and elements, along with the *.sub file obtained through substructure analysis, were imported into the FEMBS interface program to generate a *.fbi file, thus obtaining a flexible wheelset model that can be imported into SIMPACK.

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

[0088] First, a 3D model of the gearbox is obtained. Then, the pinion and large gears are meshed. The quality of the finite element mesh directly affects the accuracy of the simulation results. When meshing the gears, a finer mesh is used at the tooth root, while the mesh width can be relatively wider at other locations. For example, in one embodiment of the invention, the mesh size at the pinion tooth root is set to 1mm, the mesh size at the large gear tooth root is set to 3mm, and the mesh size at other locations is automatically set. Structural steel is selected as the gear material, and the entire system is discretized using Solid45 elements. The resulting pinion model has 468,016 nodes and 100,647 elements; the large gear model has 436,271 nodes and 97,614 elements. The resulting finite element model of the gearbox is shown below. Figure 5 As shown.

[0089] Then, considering the dynamic influence of tooth deformation, multi-point load distribution constraints (MPCs) are defined, and the MPCs are distributed onto the tooth surface nodes. Fifteen nodes are selected at each tooth surface, for a total of 345 nodes for the pinion and 1185 nodes for the gear. The *.cdb file containing information about the gear model nodes and elements, along with the *.sub file obtained from substructure analysis, are imported into the FEMBS interface program to generate a *.fbi file, thus obtaining a flexible gear model that can be imported into SIMPACK.

[0090] Step 33: Construct the second flexible body model corresponding to the track, and construct the multi-flexible body vehicle dynamics model based on the second flexible body model and the multi-component flexible body model.

[0091] The aforementioned second flexible body model is used to describe the deformation when the track comes into contact with the wheelset.

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

[0093] Step 1: Collect the structural parameters of the track and construct a three-dimensional model of the track based on the structural parameters.

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

[0095] Step II: Discretize the three-dimensional model of the track using three-dimensional solid elements to obtain the finite element model of the track.

[0096] For example, a finite element model of a single 25m long steel rail was established using Solidworks and ANSYS software. Solid45 elements were used for discretization, with 384,751 nodes and 217,001 elements. Fastener force elements were set at intervals of 0.632m along the rail. The resulting finite element model of the rail is shown below. Figure 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 mode shape corresponding to each vertical bending modal frequency.

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

[0099] For example, a flexible orbit file is created in the SIMPACK software using the FEMBS interface to obtain a second flexible body model (flexible orbit sub-model).

[0100] Step 34: For any one of the gearbox, wheelset, and track, construct the corresponding fault model.

[0101] Specifically, the aforementioned fault models are gear crack fault models, wheel polygon models, or rail corrugation models. Among them, the gear crack fault model is used to describe the correlation between gear cracks and 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.

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

[0103] The expression for the gear crack failure model is as follows:

[0104]

[0105] in, Let x represent the effective stiffness matrix. t +Δt represents the displacement at time t+Δt. This represents the payload matrix.

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

[0107]

[0108] Where Z0(t) represents the difference in wheel diameter of the polygon, i represents the order of the polygon, i = 1, 2, ..., N, and N represents the total order of the polygon, A i This represents the magnitude of the i-th order polygon. Let v represent the phase corresponding to the i-th order polygon, v represent the running speed, t represent the running time, and R represent the wheel radius.

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

[0110] Based on pre-acquired track irregularity samples, the track irregularity excitation is calculated; the expression for the track irregularity excitation is as follows: S(f) h S(f) represents the level-disordered fitted spectrum. v denoted as the high-low irregularity fitted spectrum, f represents the spatial frequency of the orbital irregularity;

[0111] An ideal rail corrugation pattern was constructed based on trigonometric functions. The measured rail corrugation pattern was then constructed using Fourier fitting, and the correlation between the ideal and measured rail corrugations was determined. 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 The value represents the corrugation function, x represents the track position coordinates, and ω represents the fundamental frequency of the corrugation. In one embodiment of the present invention, the ideal rail corrugation is constructed as follows: Figure 7 As shown, the measured rail corrugation was constructed using the Fourier fitting method. Figure 8 As shown.

[0112] Based on the excitation and correlation of track irregularities, a rail corrugation model is constructed. Rail corrugation is represented as a spatial numerical superposition of track irregularities and ideal corrugation.

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

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

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

[0116] The effect of different crack depths on the time-varying meshing stiffness of a gear is simulated by sequentially decreasing the meshing stiffness with increasing crack depth, and this is used as the input for force element #51 in the gear crack fault model. A comparison of the meshing stiffness of the normal gear model and gear crack fault models with different fault depths is shown below. Figure 10 As shown in the figure, when cracks exist in the gear teeth, the meshing stiffness within the local area of ​​the crack (approximately 30.37°) is successively reduced by 2 × 10⁻⁶. 7 N / m, 4×10 7 N / m and 6×10 7 N / m. Import the meshing stiffness data into force element #51 using the InputFunction function, and replace force element #51 of the normal gear established earlier. This simplifies the calculation process.

[0117] To verify the effectiveness of the multi-component coupled simulation method for rail vehicles provided by this invention, in another embodiment of this invention, the correctness of the multi-component coupled simulation method for rail vehicles is verified from two aspects: running stability index and vertical vibration acceleration of axle boxes, as follows:

[0118] First, verify the operational stability indicators.

[0119] The operating speed of the rail vehicle was set to 300 km / h, and simulation calculations were performed to obtain the lateral and vertical forces acting on the wheels, as shown below. Figure 11a , Figure 11b As shown. The derailment factor is a commonly used indicator to describe the operational stability of vehicles. The formula for calculating the derailment factor can be derived from... This indicates that Y is the lateral force acting on the wheel, and Q is the vertical force acting on the wheel. The railway industry standard "Design Specifications for High-Speed ​​Railways (Trial)" (TB 10621-2009) specifies a derailment coefficient of... The train derailment coefficient calculation results are as follows: Figure 12 As shown, the derailment coefficient of the multi-flexible vehicle dynamics model is less than 0.1 during most of the operation, and the maximum derailment coefficient is less than 0.25. Neither of these values ​​reaches the maximum limit of 1 / 2 (0.4) of the derailment coefficient specified in TB 10621-2009. This indicates that the multi-component coupling simulation method for rail vehicles has good operational stability and leaves a large redundancy, which can meet the requirements of subsequent fault embedding and fault response calculation.

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

[0121] The train's operating speed was set to 300 km / h, and simulation calculations were performed to obtain the vertical vibration acceleration of the axle box. For ease of observation, a portion of the simulation results from 1.5s to 2.5s was selected for visualization, such as... Figure 13As shown. Real Fourier Transform (rFFT) was performed on the above time-domain simulation results to obtain the simulation results of the vertical vibration acceleration of the axle box in the multi-flexible body vehicle dynamics model. These results were then compared and verified with measured data and simulation data from different lines. The results are shown below. Figure 14 As shown, the variation patterns of the vibration response of the multi-flexible-body vehicle dynamics model, the measured vibration response, and the simulated vibration response under different track irregularities are basically consistent with the numerical values. However, because the track irregularity excitation applied in the model cannot be exactly the same as the actual track, and because the primary and secondary suspension components in the model are simplified to linear springs, the calculated results of this model will still differ from the measured vibration response and the simulated vibration response under different track conditions. The deviations among the three results are not significant; therefore, this multi-flexible-body vehicle dynamics model can be used for embedding fault models and subsequent analysis of the vibration response characteristics of flexible wheel-rail systems.

[0122] As can be seen, the multi-component coupled simulation method for rail vehicles provided by this invention replaces the rigid body models of the corresponding vehicle components with flexible body models of wheelsets and gearboxes to obtain a multi-component flexible body model. Based on the flexible body model of the track and the multi-component flexible body model, a multi-flexible body vehicle dynamics model is constructed. This approach considers the flexibility of wheelsets, gearboxes, and tracks, and incorporates the transmission interactions between the train transmission system during simulation, which is beneficial for improving the simulation accuracy of rail trains. Simultaneously, the multi-flexible body vehicle dynamics model is corrected using a gear crack fault model, a wheel polygon model, and a rail corrugation model, taking into account the coupled resonance characteristics caused by multi-component coupled faults, which is also beneficial for improving the simulation accuracy of rail trains.

[0123] The following describes the multi-component coupling simulation system for rail vehicles provided by this invention.

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

[0125] The rigid body model construction module 151 is used to obtain the structural parameters of multiple vehicle components of the rail vehicle, construct rigid body models of multiple vehicle components based on the structural parameters, and construct the whole vehicle rigid body model of the rail vehicle based on the connection relationship between multiple vehicle components and the rigid body models of multiple vehicle components; the rigid body models of multiple vehicle components correspond one-to-one with the multiple vehicle components, which include bogies, wheelsets, gearboxes and axle boxes.

[0126] The first flexible model construction module 152 is used to construct a first flexible body model corresponding to either the wheelset or the gearbox, and to replace the vehicle component rigid body model corresponding to that component in the whole vehicle rigid body model with the first flexible 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 gearbox during the operation of the rail vehicle.

[0127] The second flexible model construction module 153 is used to construct the second flexible body model corresponding to the track, and to construct the 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 when the track contacts the wheelset.

[0128] The fault model construction module 154 is used to construct a fault model for any one of the gearbox, wheelset, and track. The fault model can be a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model is used to describe the relationship between gear cracks and 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. The rail corrugation model is used to describe the rail corrugation corresponding to the track.

[0129] Simulation module 155 is used to input the dynamics model and fault model of the multi-flexible vehicle into the simulation software to perform coupled simulation of multiple components of the rail vehicle; among them, the results of the fault model are used to correct the dynamics model of the multi-flexible vehicle.

[0130] It should be noted that the information interaction and execution process between the above systems / modules are different from the method of this application.

[0131] The embodiments are based on the same concept, and their specific functions and technical effects can be found in the method embodiment section, which will not be repeated here. Those skilled in the art will understand that, for ease of description and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, 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. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0132] like Figure 16 As shown, embodiments of the present invention provide a terminal device, such as... Figure 16 As shown, the terminal device D10 of this embodiment includes: at least one processor D100 ( Figure 16The diagram shows only one processor, a memory D101, and a computer program D102 stored in the memory D101 and executable on the at least one processor D100, wherein the processor D100 executes the computer program D102 to implement the steps in any of the above method embodiments.

[0133] Specifically, when the processor D100 executes the computer program D102, it acquires the structural parameters of multiple vehicle components of the rail vehicle, constructs multiple rigid body models of the vehicle components based on the structural parameters, and constructs a whole-vehicle rigid body model of the rail vehicle based on the connection relationships between the multiple vehicle components and the multiple rigid body models of the vehicle components; for either the wheelset or the gearbox, it constructs a first flexible body model corresponding to that component, and replaces the vehicle component rigid body model corresponding to that component in the whole-vehicle rigid body model with the first flexible body model to obtain a multi-component flexible body model; it constructs a second flexible body model corresponding to the track, and constructs a multi-flexible body vehicle dynamics model based on the second flexible body model and the multi-component flexible body model; it constructs a fault model corresponding to any one of the gearbox, wheelset, and track; and it inputs the multi-flexible body vehicle dynamics model and the fault model into simulation software to perform multi-component coupled simulation of the rail vehicle. In this approach, flexible body models of wheelsets and gearboxes are used to replace the rigid body models of their corresponding vehicle components, resulting in a multi-component flexible body model. Based on the flexible body model of the track and the multi-component flexible body model, a multi-flexible body vehicle dynamics model is constructed. This approach considers the flexibility of wheelsets, gearboxes, and tracks, and incorporates the transmission effects between train transmission systems during the simulation process, which helps improve the simulation accuracy of rail trains. At the same time, the multi-flexible body vehicle dynamics model is modified using gear crack fault models, wheel polygon models, and rail corrugation models, taking into account the coupling resonance characteristics caused by multi-component coupled faults, which helps improve the simulation accuracy of rail trains.

[0134] The processor D100 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0135] In some embodiments, the memory D101 may be an internal storage unit of the terminal device D10, such as a hard disk or memory of the terminal device D10. In other embodiments, the memory D101 may be an external storage device of the terminal device D10, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the terminal device D10. Furthermore, the memory D101 may include both internal and external storage units of the terminal device D10. The memory D101 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory D101 can also be used to temporarily store data that has been output or will be output.

[0136] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0137] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps described in the various method embodiments above.

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

[0139] One or more embodiments in this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments in this application should be included within the protection scope of this application.

Claims

1. A multi-component coupled simulation method for rail vehicles, characterized in that, include: Structural parameters of multiple vehicle components of a rail vehicle are obtained, and rigid body models of multiple vehicle components are constructed based on the structural parameters. Based on the connection relationships between the multiple vehicle components and the rigid body models of the multiple vehicle components, a complete rigid body model of the rail vehicle is constructed. The rigid body models of the multiple vehicle components correspond one-to-one with the multiple vehicle components, and the multiple vehicle components include bogies, wheelsets, gearboxes, and axle boxes. For either the wheelset or the gearbox, a first flexible body model is constructed for that one, and the vehicle component rigid body model corresponding to that one in the whole vehicle rigid body model is replaced by the first flexible 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 gearbox during the operation of the rail vehicle. A second flexible body model corresponding to the track is constructed, and a multi-flexible body vehicle dynamics model is constructed 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. The construction of the second flexible body model corresponding to the track includes: collecting the structural parameters of the track and constructing a three-dimensional model of the track based on the structural parameters; The three-dimensional model of the track is discretized using the three-dimensional solid element to obtain a track finite element model; modal analysis is performed on the track finite element model to obtain multiple vertical bending modal frequencies of the track and the mode shape corresponding to each vertical bending modal frequency; the multiple vertical bending modal frequencies, the mode shapes, and the track finite element model are imported into the finite element analysis model to obtain the second flexible body model; For each of the gearbox, wheelset, and track, a corresponding fault model is constructed. The fault model can be a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model describes the relationship between gear cracks and gear meshing stiffness in the gearbox. The wheel polygon model describes the difference between the wheel diameter of each wheel in the wheelset and a preset wheel diameter. The rail corrugation model describes the rail corrugation corresponding to the track. The construction process of the rail corrugation model is as follows: Based on pre-acquired track irregularity samples, the track irregularity excitation is calculated; the expression for the track irregularity excitation is as follows: , This indicates a horizontally non-uniform fitted spectrum. This indicates a fitted spectrum with uneven high and low frequencies. The spatial frequency of track irregularities is represented; an ideal rail corrugation is constructed based on trigonometric functions, and a measured rail corrugation is constructed using Fourier fitting; the correlation between the ideal rail corrugation and the measured rail corrugation is determined; the correlation is as follows: , This represents the value of the erosion function. Indicates the orbital position coordinates. The fundamental frequency of the corrugation is represented; the rail corrugation model is constructed based on the track irregularity excitation and the correlation; the rail corrugation is represented as the spatial numerical superposition of track irregularity and ideal corrugation. The dynamics model of the multi-flexible vehicle and the fault model are input into the simulation software to perform coupled simulation of multiple components of the rail vehicle.

2. The multi-component coupled simulation method for rail vehicles 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 is constructed based on the structural parameters of the respective component. The structural parameters of the wheelset include wheel diameter, rim height, rim thickness, and tread type. The structural parameters of the gearbox include the number of gear teeth, correction factor, module, pressure angle, helix angle, tooth width, and transmission ratio. The three-dimensional model is discretized using three-dimensional solid elements to obtain the corresponding finite element model; wherein the three-dimensional solid element is a Solid45 element. The finite element model is imported into the finite element analysis model to obtain the first flexible body model; the finite element analysis model is FEMBS.

3. The multi-component coupled simulation method for rail vehicles according to claim 1, characterized in that, The expression for the gear crack fault model is as follows: in, Represents the effective stiffness matrix. express Displacement at any moment This represents the payload matrix.

4. The multi-component coupled simulation method for rail vehicles according to claim 1, characterized in that, The expression for the polygonal model of the wheel is as follows: in, This represents the difference in wheel diameter across the polygonal shape of the wheel. Indicates the order of the polygon. , This indicates the total order of the polygon. Indicates the first The magnitude of the polygon of order, Indicates the first Phase corresponding to the second-order polygon Indicates running speed. Indicates runtime. Indicates the radius of the wheel.

5. The multi-component coupled simulation method for rail vehicles according to claim 1, characterized in that, The simulation software is SIMPACK.

6. A multi-component coupled simulation system for rail vehicles, characterized in that, include: The rigid body model construction module is used to obtain the structural parameters of multiple vehicle components of the rail vehicle, construct rigid body models of multiple vehicle components based on the structural parameters, and construct the 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 one-to-one with the multiple vehicle components, and the multiple vehicle components include bogies, wheelsets, gearboxes and axle boxes; The first flexible model construction module is used to construct a first flexible body model corresponding to either the wheelset or the gearbox, and to replace the vehicle component rigid body model corresponding to that component in the whole vehicle rigid body model with the first flexible 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 gearbox during the operation of the rail vehicle. The construction of the second flexible body model corresponding to the track includes: acquiring the structural parameters of the track and constructing a three-dimensional model of the track based on the structural parameters; discretizing the three-dimensional model of the track using the three-dimensional solid elements to obtain a finite element model of the track; performing modal analysis on the finite element model of the track to obtain multiple vertical bending modal frequencies of the track and the mode shape corresponding to each vertical bending modal frequency; and importing the multiple vertical bending modal frequencies, the mode shapes, and the finite element model of the track into the finite element analysis model to obtain the second flexible body model. The 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. The fault model construction module is used to construct a fault model for each of the gearbox, wheelset, and track. The fault model can be a gear crack fault model, a wheel polygon model, or a rail corrugation model. The gear crack fault model describes the relationship between gear cracks and gear meshing stiffness in the gearbox. The wheel polygon model describes the difference between the wheel diameter of each wheel in the wheelset and a preset wheel diameter. The rail corrugation model describes the rail corrugation corresponding to the track. The construction process of the rail corrugation model is as follows: Based on pre-acquired track irregularity samples, the track irregularity excitation is calculated; the expression for the track irregularity excitation is as follows: , This indicates a horizontally non-uniform fitted spectrum. This indicates a fitted spectrum with uneven high and low frequencies. The spatial frequency of track irregularities is represented; an ideal rail corrugation is constructed based on trigonometric functions, and a measured rail corrugation is constructed using Fourier fitting; the correlation between the ideal rail corrugation and the measured rail corrugation is determined; the correlation is as follows: , This represents the value of the erosion function. Indicates the orbital position coordinates. The fundamental frequency of the corrugation is represented; the rail corrugation model is constructed based on the track irregularity excitation and the correlation; the rail corrugation is represented as the spatial numerical superposition of track irregularity and ideal corrugation. The simulation module is used to input the multi-flexible vehicle dynamics model and the fault model into the simulation software to perform multi-component coupled simulation of the rail vehicle; wherein, the results of the fault model are used to correct the multi-flexible vehicle dynamics model.

7. 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, it implements the multi-component coupling simulation method for rail vehicles as described in any one of claims 1 to 5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the multi-component coupling simulation method for rail vehicles as described in any one of claims 1 to 5.

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