Wheel rail vibration boundary condition testing method and device and medium

Abstract

The invention discloses a wheel rail vibration boundary condition testing method and device and a medium. Relates to the field of high-speed trains, and solves the problem of testing wheel-rail vibration boundary conditions on a scaling wheel-rail vibration test bench. According to the invention, from the collection of the real-time axle load value, the real-time torque and the six-component data, the interaction and vibration characteristics between the wheel rails can be reflected more accurately. Through comprehensive processing and analysis of data, feedback control data is finally generated and used for adjusting operation parameters of the test bench. Based on the real-time adjustment of feedback control data, the intelligent and automatic level of the test bench is improved, and the dynamic control of the test process is realized. Compared with a full-scale test bench, the scaling rolling test bench has lower operation and maintenance cost, and can meet the research requirements on the vibration characteristics of the high-speed train.

Description

Technical Field

[0001] The present application relates to the field of high-speed trains, and particularly to a method, device and medium for testing wheel-rail vibration boundary conditions. Background Art

[0002] The next generation of high-speed trains is developing towards lightweight and intelligent directions, bringing new technical problems while applying a variety of new technologies. In order to accurately study the vibration characteristics generated during the operation of high-speed trains and their interaction with the track, it is particularly necessary to establish a wheel-rail vibration boundary condition test bench. Since the cost of line tests and full-scale tests is relatively high, in the initial verification work of the scheme and system design, smaller-scale equivalent tests are required for verification. At the same time, the equivalence principle needs to be considered, and the physical quantities of length, speed, acceleration, and displacement in the dynamic performance test are appropriately scaled according to the equivalence principle.

[0003] Currently, it is mainly based on a scaled-down wheel-rail vibration boundary condition test bench. However, most of the current test benches use strain gauges for measurement, and the test data needs to be obtained through calculation. Indirect calculation is prone to errors, especially more prominent under high dynamic loads and complex working conditions. At the same time, complex strain gauge layout designs are required to partially restore the three-dimensional forces, and some force or moment components may be missed, making it difficult to provide comprehensive data support.

[0004] Therefore, it can be seen that how to solve the problem of testing wheel-rail vibration boundary conditions on a scaled-down wheel-rail vibration test bench is a technical problem that needs to be urgently solved by those skilled in the art. Summary of the Invention

[0005] The purpose of the present application is to provide a method, device and medium for testing wheel-rail vibration boundary conditions, so as to solve the problem of testing wheel-rail vibration boundary conditions on a scaled-down wheel-rail vibration test bench.

[0006] To solve the above technical problems, the present application provides a method for testing wheel-rail vibration boundary conditions, including:

[0007] Obtaining the real-time axle load value collected by a force sensor installed on a vertical hydraulic actuator;

[0008] Obtaining the real-time torque collected by a torque sensor installed on a simulated wheel and a track axle;

[0009] Obtaining six-component force data collected by a six-component force sensor installed on a simulated wheel and a track axle, where the six-component force data includes forces and moments in three directions of a vertical coordinate system;

[0010] Obtaining wheel-rail boundary condition data based on the real-time axle load value, the real-time torque, and the six-component force data;

[0011] Generate and output feedback control data according to the wheel-rail boundary condition data.

[0012] As an alternative, in the above wheel-rail vibration boundary condition test method, the obtaining of the six-component force data collected by the six-component force sensors installed on the simulated wheel and the track axle includes:

[0013] Real-time collect the three-directional loads output by two groups of three-component sensor groups respectively installed on the simulated wheel and the track axle through the NI platform. Among them, each three-component sensor group is 4 parallel three-component sensors, which are evenly arranged on the circumference;

[0014] Preprocess the three-directional loads to obtain calibration data;

[0015] Synchronously fuse the calibration data to obtain fusion data;

[0016] Process the fusion data based on a preset vehicle dynamics model to obtain the six-component force data of the track wheel and the simulated wheel.

[0017] As an alternative, in the above wheel-rail vibration boundary condition test method, it further includes:

[0018] Obtain secondary condition data according to the real-time axle load value, the real-time torque, and the six-component force data;

[0019] Among them, the secondary condition data includes but is not limited to: creepage rate, friction coefficient, dynamic stiffness.

[0020] As an alternative, in the above wheel-rail vibration boundary condition test method, before obtaining the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator, it further includes:

[0021] Obtain the temperature data collected by the temperature sensors installed on the inertia box, the gear reducer, and the bearing seats of the track wheel and the simulated wheel;

[0022] Judge whether the temperature data reaches the preset experimental temperature;

[0023] If not, control the temperature regulating device to adjust the temperature until the temperature data reaches the preset experimental temperature.

[0024] As an alternative, in the above wheel-rail vibration boundary condition test method, after the temperature data reaches the preset experimental temperature, it further includes:

[0025] Send a start command to the PLC control cabinet to control the PLC control cabinet to start the frequency converter;

[0026] Control and adjust the vertical hydraulic actuator, the proportional control valve in the hydraulic oil circuit of the basic braking system, and the electric drive system through the frequency converter according to the preset test conditions.

[0027] As an alternative, in the above wheel-rail vibration boundary condition test method, it further includes:

[0028] Display the wheel-rail boundary condition data, the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data through the human-machine interaction page;

[0029] Monitor whether the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data exceed the corresponding preset safety threshold range;

[0030] If so, send an alarm signal.

[0031] As an alternative, in the above wheel-rail vibration boundary condition test method, the generating and outputting of the feedback control data according to the wheel-rail boundary condition data includes:

[0032] Judge in real time whether there is a deviation between the real-time axle load value and the preset target axle load value;

[0033] If so, adjust the loading pressure of the vertical hydraulic actuator;

[0034] Judge in real time whether the temperature data abnormally rises;

[0035] If so, reduce the operating speed or reduce the loading pressure.

[0036] To solve the above technical problems, the present application also provides a wheel-rail vibration boundary condition test device, including:

[0037] The first acquisition module is used to acquire the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator;

[0038] The second acquisition module is used to acquire the real-time torque collected by the torque sensor installed on the simulated wheel and the track axle;

[0039] The third acquisition module is used to acquire the six-component force data collected by the six-component force sensor installed on the simulated wheel and the track axle, where the six-component force data includes the forces and torques in three directions of the vertical coordinate system;

[0040] The analysis module is used to obtain the wheel-rail boundary condition data according to the real-time axle load value, the real-time torque, and the six-component force data;

[0041] The feedback control module is used to generate and output feedback control data according to the wheel-rail boundary condition data.

[0042] To solve the above technical problems, the present application also provides a test device for wheel-rail vibration boundary conditions, including:

[0043] A memory for storing a computer program;

[0044] A processor for implementing the steps of the above-mentioned wheel-rail vibration boundary condition test method when executing the computer program.

[0045] To solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above-mentioned wheel-rail vibration boundary condition test method are implemented.

[0046] The wheel-rail vibration boundary condition test method provided by the present application is applied to a scaled-down wheel-rail test rig, and includes: obtaining the real-time axle load value collected by a force sensor installed on a vertical hydraulic actuator; obtaining the real-time torque collected by torque sensors installed on a simulated wheel and a track axle; obtaining six-component force data collected by six-component force sensors installed on the simulated wheel and the track axle, where the six-component force data includes forces and torques in three directions of a vertical coordinate system; obtaining wheel-rail boundary condition data based on the real-time axle load value, the real-time torque, and the six-component force data; generating and outputting feedback control data based on the wheel-rail boundary condition data. Starting from the collection of the real-time axle load value, the real-time torque, and the six-component force data, the present application can more accurately reflect the interaction and vibration characteristics between the wheel and the rail. By collecting six-component force data through six-component force sensors installed on the simulated wheel and the track axle, replacing the original strain gauges, which directly measure forces and torques, avoiding the errors caused by the indirect calculation of the strain gauges. The six-component force data collected in real time can accurately capture the transient changes of forces and torques under high-frequency dynamic load conditions, while the strain gauges may have hysteresis or signal noise problems during high-frequency response. Based on the real-time adjustment of the feedback control data, the intelligence and automation level of the test rig are improved, realizing the dynamic control of the test process. The scaled-down rolling test rig has lower operation and maintenance costs compared to a full-scale test rig, and can meet the research needs for the vibration characteristics of high-speed trains at the same time.

[0047] In addition, the present application also provides a device and a medium, corresponding to the above-mentioned wheel-rail vibration boundary condition test method, with the same effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] To more clearly illustrate the embodiments of the present application, the following will briefly introduce the drawings required in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0049] Figure 1 Schematic diagram of a method for testing wheel-rail vibration boundary conditions provided by an embodiment of the present application;

[0050] Figure 2 Structural diagram of a wheel-rail vibration boundary condition testing device provided by an embodiment of the present application;

[0051] Figure 3 Structural diagram of another wheel-rail vibration boundary condition testing device provided by an embodiment of the present application. Specific embodiments

[0052] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0053] The core of the present application is to provide a method, device and medium for testing wheel-rail vibration boundary conditions.

[0054] In order to enable those skilled in the art to better understand the solution of the present application, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0055] The present application is applicable to a scaled-down rolling test bench, which is mainly used to simulate the vibration characteristics generated during the operation of a high-speed train and its interaction with the track. The test bench consists of a host computer, a programmable logic controller (PLC) control cabinet, an inverter, a drive motor, an encoder, a hydraulic vertical actuator, etc., and can control motor drive, hydraulic drive, and hydraulic oil supply. The test bench has high-precision measurement capabilities and can operate normally under conditions of long time, high speed, and strong impact.

[0056] To solve the above problems, an embodiment of the present application provides a method for testing wheel-rail vibration boundary conditions, which is applied to a scaled-down wheel-rail test bench, as Figure 1 shown, including:

[0057] S11: Obtain the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator;

[0058] S12: Obtain the real-time torque collected by the torque sensor installed on the simulated wheel and the track axle;

[0059] S13: Obtain the six-component force data collected by the six-component force sensors installed on the simulated wheel and the track wheel axle, where the six-component force data includes the forces and torques in three directions of the vertical coordinate system;

[0060] S14: Obtain the wheel-rail boundary condition data based on the real-time axle load value, real-time torque, and six-component force data;

[0061] S15: Generate and output feedback control data based on the wheel-rail boundary condition data.

[0062] In this embodiment, during the process of performing wheel-rail vibration simulation tests on the test bench, step S11 of obtaining the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator refers to the vertical load exerted by the vertical hydraulic actuator on the simulated wheel, which is measured in real time by the force sensor installed on the actuator. The force sensor converts the vertical load into an electrical signal and records it in real time.

[0063] The vertical hydraulic actuator is used to simulate the force condition of the wheel in the vertical direction, and the control of different loads on the wheel is achieved through the hydraulic system. In the experiment, the loading pressure can be adjusted according to the experimental requirements. The force sensor is installed on the vertical hydraulic actuator and is used to measure and collect the axle load value in real time.

[0064] The real-time axle load value is an important parameter for evaluating the wheel-rail contact state and is crucial for studying the wheel-rail vibration characteristics.

[0065] When the simulated wheel and the track wheel are rotating, step S12 obtains the real-time torque collected by the torque sensor installed on the simulated wheel and the track wheel axle. The torque generated during the rotation of the simulated wheel and the track wheel is measured in real time by the torque sensor installed on the axle. The torque sensor converts the torque into an electrical signal and records it in real time. The real-time torque data helps to analyze the slip and adhesion states between the wheel and the rail.

[0066] The simulated wheel and the track wheel axle respectively represent the simulated wheel and the track wheel in the test bench, and the interaction between the wheel and the rail can be simulated through them. The torque sensor is installed on the simulated wheel and the track wheel axle and is used to measure and collect the torque generated during the rotation of the wheel and the track wheel in real time.

[0067] When the simulated wheel and the track wheel are in contact and interact with each other, step S13 obtains the six-component force data collected by the six-component force sensors installed on the simulated wheel and the track wheel axle.

[0068] A six-component force sensor is a sensor that can simultaneously measure forces and torques in three directions of a perpendicular coordinate system. In wheel-rail vibration tests, the six-component force sensor can provide comprehensive wheel-rail contact force information. The six-component force data includes forces in three directions (such as the X, Y, and Z axes) and torques in three directions (such as torques about the X, Y, and Z axes). Specifically, they are Fx, Fy, Fz, Mx, My, and Mz, which are obtained by real-time measurement using a six-component force sensor installed on the axle. The six-component force sensor is usually composed of multiple three-component force sensors connected in parallel to achieve accurate measurement of multi-dimensional forces and torques.

[0069] The six-component force sensor converts multi-dimensional forces and torques into electrical signals, which are recorded in real-time by a data acquisition system and processed through a coupling algorithm to obtain the final six-component force data.

[0070] Wheel-rail boundary condition data is obtained based on the real-time axle load value, real-time torque, and six-component force data. The real-time axle load value, real-time torque, and six-component force data are input into a data analysis module, and through a series of mathematical transformations and physical model calculations, wheel-rail boundary condition data is obtained. These data include geometric constraint conditions, mechanical constraint conditions, motion constraint conditions, and material constraint conditions, etc.

[0071] The wheel-rail boundary condition describes the constraint rules and mechanical relationships between the wheel and the track at the contact point, mainly including:

[0072] Geometric constraint conditions: determined according to the position and shape of the contact point between the wheel and the track;

[0073] Mechanical constraint conditions: the normal force, tangential force, and friction characteristics at the contact point;

[0074] Motion constraint conditions: the velocity and acceleration relationships at the contact point, including the creep phenomenon;

[0075] Material constraint conditions: the elastic, plastic, and friction characteristics of the wheel and the track at the contact point.

[0076] These conditions are combined to describe the interaction between the wheel and the track, as well as the impact on train operation, wheel-rail wear, noise, and vibration, etc. Determining the wheel-rail boundary condition is to comprehensively analyze the sensor data that can cover the above conditions to judge the reasons and factors affecting train operation, wheel-rail wear, noise, and vibration, etc.

[0077] Step S15: Generate and output feedback control data based on the wheel-rail boundary condition data. By inputting the wheel-rail boundary condition data into the feedback control module, feedback control data is generated through a preset control algorithm and logical judgment. These data include, but are not limited to, adjusting the motor speed, adjusting the load of the hydraulic actuator, triggering an alarm signal, etc. The feedback control data is used to adjust the operating state of the test bench in real time to ensure the stability and accuracy of the test process. At the same time, through timely alarm and intervention measures, potential equipment damage or test failure can be avoided.

[0078] A wheel-rail vibration boundary condition testing method provided by an embodiment of the present application is applied to a scaled-down wheel-rail test bench and includes: obtaining the real-time axle load value collected by a force sensor installed on a vertical hydraulic actuator; obtaining the real-time torque collected by torque sensors installed on a simulated wheel and a track axle; obtaining six-component force data collected by six-component force sensors installed on the simulated wheel and the track axle, where the six-component force data includes forces and torques in three directions of a vertical coordinate system; obtaining wheel-rail boundary condition data based on the real-time axle load value, the real-time torque, and the six-component force data; generating and outputting feedback control data based on the wheel-rail boundary condition data. The present application starts from the collection of the real-time axle load value, the real-time torque, and the six-component force data, and more accurately reflects the interaction and vibration characteristics between the wheel and the rail. Through the comprehensive processing and analysis of the data, feedback control data is finally generated for adjusting the operating parameters of the test bench. Based on the real-time adjustment of the feedback control data, the intelligence and automation level of the test bench are improved, and the dynamic control of the test process is realized. The scaled-down rolling test bench has lower operation and maintenance costs compared with a full-scale test bench, and can meet the research needs for the vibration characteristics of high-speed trains at the same time.

[0079] According to the above embodiment, in a specific implementation, obtaining the six-component force data collected by six-component force sensors installed on a simulated wheel and a track axle includes:

[0080] Real-time collection of three-directional loads output by two groups of three-component sensor groups respectively installed on a simulated wheel and a track axle through the NI platform, where each three-component sensor group is 4 parallel three-component sensors uniformly arranged on the circumference;

[0081] Preprocess the three-directional loads to obtain calibration data;

[0082] Synchronously fuse the calibration data to obtain fused data;

[0083] Process the fused data based on a preset vehicle dynamics model to obtain the six-component force data of the track wheel and the simulated wheel.

[0084] The three - component loads output by two groups of three - component sensor groups respectively installed on the simulated wheel and the track axle are collected in real - time through the NI platform (a simulation test platform). Each three - component sensor group consists of 4 three - component sensors connected in parallel, and these sensors are evenly arranged on the circumference to achieve comprehensive measurement of the forces in three perpendicular coordinate system directions (such as the X, Y, and Z axes).

[0085] The collected three - component load data is pre - processed to remove noise, calibrate the signal, and improve its stability. Specifically, the steps are as follows: perform noise reduction processing, using digital filtering techniques (such as low - pass filtering, wavelet noise reduction, etc.) to remove high - frequency noise and environmental interference in the signal. Perform signal smoothing processing: further improve the stability of the signal through mean filtering or Kalman filtering. Perform normalization and calibration processing: correct the zero - point drift and calibrate the sensitivity of the collected signal to ensure the accurate correspondence between the signal and the actual physical quantity.

[0086] The pre - processed calibration data is synchronously fused to form an accurate description of the overall force state of the system. Specifically, using the real - time computing ability of the NI platform, the data collected by multiple sensors is synchronously processed, and multi - dimensional dynamic features are extracted based on the physical model of force and torque distribution.

[0087] The fused data is input into a preset vehicle dynamics model for processing to obtain the six - component force data of the track wheel and the simulated wheel. The fused data is processed by mathematical methods such as matrix transformation or dynamic inversion algorithms. Finally, the forces (Fx, Fy, Fz) in three directions and the torques (Mx, My, Mz) in three directions of the track wheel and the simulated wheel are calculated to form complete six - component force data.

[0088] Through the above steps, this implementation scheme can accurately obtain the six - component force data on the simulated wheel and the track axle. These data are of great significance for analyzing the wheel - rail vibration boundary conditions, evaluating the train operation performance, and optimizing the train design. At the same time, this implementation scheme utilizes the NI platform and advanced signal processing technologies to ensure the real - time, accurate, and reliable nature of the data.

[0089] According to the above - mentioned embodiment, in addition to obtaining the real - time axle load value, real - time torque, and six - component force data, it also includes further obtaining secondary condition data based on these data. These secondary condition data are of great significance for comprehensively understanding the wheel - rail vibration boundary conditions and their dynamic behaviors. In a specific implementation scheme, it also includes:

[0090] Obtaining secondary condition data based on the real - time axle load value, real - time torque, and six - component force data;

[0091] Among them, the secondary condition data includes but is not limited to: creepage rate, friction coefficient, dynamic stiffness.

[0092] The data collected by the six-component force sensor and other sensors can not only directly provide the wheel-rail boundary conditions (such as force, displacement, velocity, acceleration, etc.), but also calculate the secondary conditions (such as creepage rate, friction coefficient, dynamic stiffness, etc.) through further analysis, so as to more comprehensively describe the wheel-rail contact relationship and dynamic behavior.

[0093] Based on the collected real-time axle load values, real-time torque and six-component force data, the secondary condition data can be further calculated. Creepage rate: The creepage rate is an important parameter describing the relative sliding speed between the wheel and the track, and is of great significance for understanding the adhesion and sliding behavior between the wheel and the rail. The creepage rate can be calculated by analyzing the force and velocity components in the six-component force data. Friction coefficient: The friction coefficient reflects the friction characteristics between the contact surfaces of the wheel and the track, and is a key factor affecting the traction force, braking force and running stability of the train. The friction coefficient can be calculated by analyzing the normal force component in the real-time torque and six-component force data. Dynamic stiffness: The dynamic stiffness describes the deformation ability of the wheel-rail system under dynamic loads, and is of great significance for evaluating the ride comfort and smoothness of the train operation. The dynamic stiffness can be calculated by analyzing the force and displacement components in the real-time axle load value and six-component force data.

[0094] The secondary condition data obtained by calculation can be directly applied to aspects such as the dynamic performance analysis, test evaluation and optimization design of railway vehicles. For example, by analyzing the creepage rate, the traction and braking control strategies of the train can be optimized; by analyzing the friction coefficient, the selection of wheel and track materials and the surface treatment process can be improved; by analyzing the dynamic stiffness, the design of the train suspension system and track structure can be optimized.

[0095] According to the above embodiments, in a specific implementation scheme, before obtaining the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator, it further includes:

[0096] Obtaining the temperature data collected by the temperature sensors installed on the inertia box, gear reduction box, track wheels and bearing seats of the simulated wheels;

[0097] Judging whether the temperature data reaches the preset experimental temperature;

[0098] If not, control the temperature regulating device to adjust the temperature until the temperature data reaches the preset experimental temperature.

[0099] By installing temperature sensors on the inertia box, gear reduction box, track wheels and bearing seats of the simulated wheels, the temperature data of these key components can be collected in real time.

[0100] Judging whether the temperature data reaches the preset experimental temperature; it can be judged one by one, or the comprehensive temperature can be calculated for judgment.

[0101] If the temperature has not reached the preset experimental temperature, control the temperature adjustment device: start or adjust the temperature adjustment device (such as heaters, coolers, etc.) to heat or cool the experimental system. Continuously monitor and adjust, continue to collect temperature data in real time, and monitor the operating status of the temperature adjustment device to ensure that the temperature gradually approaches the preset experimental temperature. Repeat the adjustment. If the temperature still does not reach the preset value, repeat the above adjustment steps until the temperature stabilizes within the preset range.

[0102] If the temperature reaches the preset experimental temperature, continue the experiment. After confirming that the temperatures of all key components have reached the preset experimental temperature, perform the next operation, that is, obtain the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator. This ensures that the experiment is carried out under stable temperature conditions, thereby improving the accuracy and reliability of the experimental data.

[0103] According to the above embodiments, in a specific implementation, after the temperature data reaches the preset experimental temperature, it further includes:

[0104] Send a start command to the PLC control cabinet to control the PLC control cabinet to start the frequency converter;

[0105] Control and adjust the vertical hydraulic actuator, the proportional control valve in the hydraulic circuit of the basic braking system, and the electric drive system through the frequency converter according to the preset test conditions.

[0106] In this embodiment, the experimental control of each component is realized through the PLC control cabinet. After the temperatures of all key components reach the preset experimental temperature, a start command is sent to the PLC control cabinet. After receiving the start command, the PLC control cabinet performs internal logic processing and prepares to start the relevant systems. The PLC control cabinet controls the frequency converter to start, providing a stable power supply for the vertical hydraulic actuator, the proportional control valve in the hydraulic circuit of the basic braking system, the electric drive system, etc.

[0107] According to the test conditions preset according to the experimental requirements, such as axle load, braking pressure, electric drive parameters, etc. The frequency converter controls and adjusts: precisely controls the movement of the vertical hydraulic actuator, the opening of the proportional control valve in the hydraulic circuit of the basic braking system, and the operating status of the electric drive system through the frequency converter.

[0108] Real-time feedback and adjustment: During the operation of the system, collect various parameter data in real time and compare it with the preset test conditions. According to the comparison results, perform real-time adjustment through the frequency converter to ensure that the experimental process meets the preset conditions.

[0109] This ensures that the experiment is carried out under stable temperature conditions, and through precise control system adjustment, precise control of the experimental process is achieved, thereby improving the accuracy and reliability of the experimental data.

[0110] In an implementable solution, the acquisition of various sensor signals is achieved through a PLC controller. Through PLC signal processing, not only the temperatures of the track wheel bearing seat, the track wheel inertia box, the simulated wheel bearing seat, and the track wheel reduction box are acquired, but also the speeds of the simulated wheel drive motor and the track wheel drive motor after being regulated by the frequency converter are respectively acquired;

[0111] According to the above embodiments, in a specific implementation scheme, it further includes:

[0112] Displaying the wheel-rail boundary condition data, the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data through the human-machine interaction page;

[0113] Monitoring whether the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data exceed the corresponding preset safety threshold ranges;

[0114] If so, an alarm signal is issued.

[0115] Through the human-machine interaction page, the above data is displayed in real time, facilitating the experimenter to monitor the experiment process. According to the experimental requirements and equipment performance, the safety threshold ranges of each data item are preset. The real-time acquired data is compared with the preset safety thresholds.

[0116] If the real-time data exceeds the corresponding safety threshold range, the alarm condition is triggered. An alarm signal is issued in ways such as sound, light, and text to remind the experimenter to pay attention and take corresponding measures. According to the experimental situation, emergency handling measures such as emergency shutdown and adjustment of experimental parameters are taken to ensure the safety of the experimental equipment and personnel.

[0117] According to the above embodiments, in a specific implementation scheme, feedback control data is generated and output according to the wheel-rail boundary condition data, including:

[0118] Real-time judging whether there is a deviation between the real-time axle load value and the preset target axle load value;

[0119] If so, adjust the loading pressure of the vertical hydraulic actuator;

[0120] Real-time judging whether the temperature data abnormally rises;

[0121] If so, reduce the operating speed or reduce the loading pressure.

[0122] Real-time judging whether there is a deviation between the real-time axle load value and the preset target axle load value. If there is a deviation, enter the adjustment step. If there is no deviation or the deviation is within the allowable range, keep the current state.

[0123] According to the magnitude and direction of the axle load deviation, adjust the loading pressure of the vertical hydraulic actuator so that the real-time axle load value approaches or reaches the preset target value.

[0124] Judge in real time whether the temperature data abnormally rises, that is, whether it exceeds the preset safe temperature threshold. If the temperature abnormally rises, enter the adjustment step. If the temperature is normal or slightly fluctuates but within the safe range, maintain the current state.

[0125] According to the degree of temperature abnormality, take measures to reduce the operating speed or reduce the loading pressure to prevent overheating damage of the equipment or distortion of experimental data.

[0126] Through real-time data feedback and control adjustment, the accuracy and safety of the experiment are ensured, and the accuracy of experimental data and experimental efficiency are improved.

[0127] When it is detected that the temperature or load exceeds the critical value, the system can automatically trigger shutdown to protect the equipment; or when the temperature abnormally rises, relieve the pressure by reducing the speed or reducing the loading force, and quickly return to the safe state, thereby reducing the need for manual operation and ensuring the safety of the test.

[0128] In addition, it also includes: performing time series analysis on the real-time monitoring data to judge whether it is abnormal. The system can discover the change trend of parameters and predict potential risks. For example, the gradually increasing temperature of the bearing housing may indicate poor lubrication, and the abnormal fluctuation of the torque of the track wheel may indicate mechanical looseness. Based on the results of these trend analyses, the system can plan the maintenance plan in advance and implement predictive maintenance to avoid interference with the test caused by sudden failures.

[0129] In the above embodiments, the method for testing the wheel-rail vibration boundary conditions is described in detail. The present application also provides embodiments corresponding to the wheel-rail vibration boundary condition testing device. It should be noted that the present application describes the embodiments of the device part from two perspectives, one is from the perspective of functional modules, and the other is from the perspective of hardware.

[0130] From the perspective of functional modules, Figure 2 is a structural diagram of a wheel-rail vibration boundary condition testing device provided by an embodiment of the present application, as Figure 2 shown, a wheel-rail vibration boundary condition testing device includes:

[0131] The first acquisition module 21 is used to acquire the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator;

[0132] The second acquisition module 22 is used to acquire the real-time torque collected by the torque sensor installed on the simulated wheel and the track wheel axle;

[0133] The third acquisition module 23 is used to acquire the six-component force data collected by the six-component force sensor installed on the simulated wheel and the track wheel axle, where the six-component force data includes the forces and torques in three directions of the vertical coordinate system;

[0134] An analysis module 24 for obtaining wheel-rail boundary condition data based on real-time axle load values, real-time torque, and six-component force data;

[0135] A feedback control module 25 for generating and outputting feedback control data based on the wheel-rail boundary condition data.

[0136] Since the embodiments of the device part correspond to the embodiments of the method part, for the embodiments of the device part, please refer to the description of the embodiments of the method part, which will not be elaborated here.

[0137] Figure 3 FIG. is a structural diagram of another wheel-rail vibration boundary condition testing device provided by an embodiment of the present application. As Figure 3 shown, the wheel-rail vibration boundary condition testing device includes: a memory 30 for storing computer programs;

[0138] A processor 31 for implementing the steps of the method for obtaining user operation habit information as described in the above embodiment (wheel-rail vibration boundary condition testing method) when executing the computer program.

[0139] The wheel-rail vibration boundary condition testing device provided in this embodiment may include, but is not limited to, a smart phone, a tablet computer, a notebook computer, or a desktop computer, etc.

[0140] Wherein, the processor 31 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 31 may be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 31 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 31 may be integrated with a graphics processing unit (GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 31 may further include an artificial intelligence (AI) processor, and the AI processor is used to process computational operations related to machine learning.

[0141] The memory 30 may include one or more computer-readable storage media, which may be non-transitory. The memory 30 may also include high-speed random access memory, as well as non-volatile memory, such as one or more disk storage devices and flash storage devices. In this embodiment, the memory 30 is at least used to store the following computer program 301. After the computer program is loaded and executed by the processor 31, it can implement the relevant steps of the wheel-rail vibration boundary condition test method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 30 may also include an operating system 302 and data 303, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 302 may include Windows, Unix, Linux, etc. The data 303 may include, but is not limited to, the data involved in implementing the wheel-rail vibration boundary condition test method.

[0142] In some embodiments, the wheel-rail vibration boundary condition test device may further include a display screen 32, an input / output interface 33, a communication interface 34, a power supply 35, and a communication bus 36.

[0143] Those skilled in the art can understand that Figure 3 the structure shown in does not constitute a limitation on the wheel-rail vibration boundary condition test device, and may include more or fewer components than shown in the figure.

[0144] The wheel-rail vibration boundary condition test device provided by the embodiment of the present application includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: the wheel-rail vibration boundary condition test method.

[0145] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. A computer program is stored on the computer-readable storage medium, and when the computer program is executed by the processor, it implements the steps recorded in the above-mentioned wheel-rail vibration boundary condition test method embodiment.

[0146] It can be understood that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical discs that can store program codes.

[0147] The computer-readable storage medium provided in this embodiment stores a computer program, and when the processor executes the program, the following method can be implemented: a method for testing the wheel-rail vibration boundary conditions.

[0148] The above has introduced in detail the method, device and medium for testing the wheel-rail vibration boundary conditions provided in this application. The various embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method part. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of this application, several improvements and modifications can be made to this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0149] It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including the said element.

Claims

1. A wheel-rail vibration boundary condition testing method, applied to a scaled-down wheel-rail test bench, characterized in that: include: Obtain the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator; Obtain the real-time torque collected by the torque sensors installed on the simulated wheels and track axles; Acquire six-component force data collected by six-component force sensors installed on the simulated wheels and the track axles, wherein the six-component force data include forces and moments in three vertical coordinate system directions; Obtain wheel-rail boundary condition data according to the real-time axle load value, the real-time torque, and the six-component force data; Feedback control data is generated and outputted according to the wheel-rail boundary condition data.

2. The wheel-rail vibration boundary condition testing method according to claim 1, characterized in that: The step of obtaining six-component force data collected by six-component force sensors installed on the simulated wheels and the track axles includes: The NI platform is used to collect the three-dimensional loads output by two three-component sensor groups installed on the simulated wheel and the track axle in real time. Each three-component sensor group consists of four three-component sensors connected in parallel and evenly arranged on the circumference. Preprocessing the three-axis load to obtain calibration data; Synchronously fusing the calibration data to obtain fused data; The fused data is processed based on a preset vehicle dynamics model to obtain six-component force data of the track wheel and the simulated wheel.

3. The wheel-rail vibration boundary condition testing method according to claim 1, characterized in that: Also includes: Obtaining secondary condition data according to the real-time axle load value, the real-time torque, and the six-component force data; The secondary condition data include but are not limited to: creep rate, friction coefficient, and dynamic stiffness.

4. The wheel-rail vibration boundary condition testing method according to claim 1, characterized in that: Before obtaining the real-time axle load value collected by the force sensor installed on the vertical hydraulic actuator, it also includes: Obtain temperature data collected by temperature sensors installed on the inertia box, gear reduction box, rail wheel, and bearing seat of the simulated wheel; Determine whether the temperature data reaches a preset experimental temperature; If not, the temperature regulating device is controlled to adjust the temperature until the temperature data reaches the preset experimental temperature.

5. The wheel-rail vibration boundary condition testing method according to claim 4, characterized in that: When the temperature data reaches the preset experimental temperature, the following steps are also included: Sending a start command to the PLC control cabinet to control the PLC control cabinet to start the frequency converter; The vertical hydraulic actuator, the proportional control valve in the hydraulic oil circuit of the basic brake system, and the electrical transmission system are controlled and adjusted by the frequency converter according to preset test conditions.

6. The wheel-rail vibration boundary condition testing method according to claim 3, characterized in that: Also includes: The wheel-rail boundary condition data, the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data are displayed through a human-computer interaction page; Monitor whether the real-time axle load value, the real-time torque, the six-component force data, and the secondary condition data exceed corresponding preset safety threshold ranges; If so, an alarm signal is issued.

7. The wheel-rail vibration boundary condition testing method according to claim 5, characterized in that: The generating and outputting feedback control data according to the wheel-rail boundary condition data comprises: Determine in real time whether the real-time axle load value deviates from a preset target axle load value; If yes, adjusting the loading pressure of the vertical hydraulic actuator; Determine in real time whether the temperature data is abnormally increased; If so, reduce the operating speed or loading pressure.

8. A wheel-rail vibration boundary condition test device, applied to a scaled-down wheel-rail test bench, characterized in that: include: A first acquisition module is used to acquire a real-time axle load value collected by a force sensor installed on a vertical hydraulic actuator; The second acquisition module is used to acquire the real-time torque collected by the torque sensors installed on the simulated wheels and the track axles; A third acquisition module is used to acquire six-component force data collected by six-component force sensors installed on the simulated wheels and the track axles, wherein the six-component force data includes forces and moments in three vertical coordinate system directions; An analysis module, used for obtaining wheel-rail boundary condition data according to the real-time axle load value, the real-time torque, and the six-component force data; A feedback control module is used to generate and output feedback control data according to the wheel-rail boundary condition data.

9. A wheel-rail vibration boundary condition testing device, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the wheel-rail vibration boundary condition testing method as claimed in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the wheel-rail vibration boundary condition testing method according to any one of claims 1 to 7 are implemented.

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