Railway vehicle derailment simulation method and device, electronic equipment and storage medium

Abstract

The invention provides a rail vehicle derailment simulation method and device, electronic equipment and a storage medium, and the method comprises the steps: obtaining a vehicle-rail system which comprises a rail vehicle model, a steel rail model and a rail plate-sleeper-fastener model; performing model verification on at least one of critical speed, operation stability index and axle box vertical vibration acceleration of the vehicle-rail system; obtaining a derailer model, wherein the derailer model comprises a base, a wedge block and a baffle plate; an acceleration sensor is arranged on a vehicle-rail system, simulation is carried out on the rail vehicle under different working conditions according to simulation configuration, simulation data under different working conditions are collected through a speed sensor, and the simulation data comprise wheel impact corresponding values and vehicle speeds; and calculating the relationship between the wheel impact corresponding value and the vehicle speed to obtain a derailment impact simulation result of the railway vehicle. The method has the beneficial effect that the simulation accuracy of the railway vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of rail vehicle safety technology, and in particular to a rail vehicle derailment simulation method, device, electronic equipment and storage medium. Background Art

[0002] As one of the most important modes of transportation in modern society, rail transit safety has always been a focus of research and attention. During operation, rail vehicles may derail due to factors such as abnormal wheel-rail interaction, track structural problems, vehicle design flaws, or external impacts. Once a derailment occurs, it can not only cause significant property damage but also serious casualties. Therefore, in-depth analysis and understanding of the dynamic behavior of rail vehicles during derailment is crucial for preventing derailment accidents and improving railway transportation safety.

[0003] However, existing simulation studies mostly focus on the dynamic behavior of vehicles under normal operating conditions. There is still a lack of in-depth research on the complex dynamic responses in derailment situations, especially the vibration and impact responses after derailment. As a result, vehicle derailment simulations are inaccurate, making it difficult to effectively apply the simulation results to vehicle passive safety design and accident prevention strategies. Summary of the Invention

[0004] The main purpose of the embodiments of the present invention is to provide a rail vehicle derailment simulation method, device, electronic equipment and storage medium to improve the accuracy of rail vehicle simulation.

[0005] One aspect of the present invention provides a rail vehicle derailment simulation method, comprising:

[0006] Obtaining a vehicle-track system, wherein the vehicle-track system includes a rail vehicle model, a rail model, and a track slab-sleeper-fastener model;

[0007] Performing model verification on at least one of the vehicle-track system in terms of critical speed, running smoothness index, and axle box vertical vibration acceleration;

[0008] Obtaining a derailer model, wherein the derailer model includes a base, a wedge block, and a baffle;

[0009] An acceleration sensor is provided on the vehicle-track system, and the rail vehicle is simulated under different working conditions according to the simulation configuration, and simulation data under different working conditions is collected through a speed sensor, wherein the simulation data includes a wheel impact corresponding value and a vehicle speed;

[0010] The relationship between the wheel impact corresponding value and the vehicle speed is calculated to obtain a derailment impact simulation result of the rail vehicle.

[0011] According to the rail vehicle derailment simulation method, the vehicle-track system includes:

[0012] Construct a vehicle body sub-model including the bogie according to the structural parameters of the rail vehicle, the primary suspension structural parameters and the secondary suspension structural parameters;

[0013] Constructing an axle box model according to the axle box structural parameters, and constructing a gear box model according to the gear box component structural parameters;

[0014] According to the rail vehicle model topology diagram, the vehicle body sub-model, the axle box model and the gear box model are connected to obtain a rail vehicle model;

[0015] Based on the rail structural parameters, a rail model is constructed. The rail model includes the coordinate system, shape, and coordinates of the two rails. The rail model is connected to each wheelset in the rail vehicle model using force element 199 to simulate the collision between the rail vehicle and the rail after derailment.

[0016] Based on the vehicle-track system topology diagram, the rail model and the rail vehicle model are combined to obtain the vehicle-track system.

[0017] According to the rail vehicle derailment simulation method, the model verification of the critical speed includes:

[0018] performing a linearization calculation on the vehicle-track system and determining a first verification setting according to the linearization result, wherein the first verification setting includes at least a start speed, an end speed, and a minimum frequency;

[0019] performing a root locus calculation on the vehicle-track system according to a first verification setting to obtain a stability margin in the vehicle-track system, and determining a linear critical speed of the vehicle-track system according to the stability margin;

[0020] A vehicle-track system is simulated using a wheelset lateral displacement method, including causing a vehicle model in the vehicle-track system to pass through an excitation line at a preset speed, thereby causing the vehicle model to run on a smooth line, and determining a nonlinear critical speed based on the obtained lateral displacement;

[0021] A model verification result of the critical speed is determined based on the linear critical speed and the nonlinear critical speed.

[0022] According to the rail vehicle derailment simulation method, the verification of the running stability index includes:

[0023] The running stability index is verified by using a derailment coefficient, where the derailment coefficient is Y / Q, where Y is the lateral force acting on the wheel and Q is the vertical force acting on the wheel;

[0024] The vehicle model of the vehicle-track system is operated at different speed levels, the maximum derailment coefficient at the different speed levels is calculated, and the model verification result of the running smoothness index is determined according to the maximum derailment coefficient and the specified derailment coefficient.

[0025] According to the rail vehicle derailment simulation method, the model verification of the axle box vertical vibration acceleration includes:

[0026] The vehicle model in the vehicle-track system is operated at a preset speed and a preset rotational speed, and a simulation calculation of the vertical vibration acceleration of the axle box is performed to obtain a simulation result of the vertical vibration acceleration of the axle box, wherein the preset speed and the preset rotational speed correspond one to one;

[0027] The simulation results of the vertical vibration acceleration of the axle box within a preset time period are obtained and Fourier transformed, and then compared with the measured results to obtain the model verification results of the vertical vibration acceleration of the axle box.

[0028] According to the rail vehicle derailment simulation method, the derailer model includes:

[0029] A groove is provided below the base, the groove cooperates with the rail model, and the derailer is fixed on the rail model through the groove;

[0030] A wedge-shaped block is arranged above the base, and the wheels of the vehicle model are lifted by the wedge-shaped block;

[0031] A curved baffle plate perpendicular to the base is provided above the base, and the raised wheels are pushed out of the track through the curved baffle plate;

[0032] The derailer model is fixed to the rail model through the No. 0 hinge, and then the No. 199 force element is used to connect the derailer model with the wheels of each rail vehicle model. The wheels are lifted by the wedge block, and as the vehicle model moves forward, the upright part is pushed away from the rail model to complete the derailment simulation of the rail vehicle model.

[0033] According to the rail vehicle derailment simulation method, an acceleration sensor is provided on the vehicle-track system, and the rail vehicle is simulated under different working conditions according to the simulation configuration, and simulation data under different working conditions is collected by the speed sensor, including:

[0034] Acceleration sensors are respectively arranged on the front bogie axle box and the rear bogie axle box of the rail vehicle model, wherein the front bogie axle box and the rear bogie axle box are connected to the wheel axle through bearings, and the acceleration sensors are triaxial sensors;

[0035] Obtain simulation configurations for different operating conditions, including vehicle load, train speed, sensor sampling rate, and simulation time;

[0036] The response value of the first impact and the response value of the continuous impact after derailment of the rail vehicle running in different working conditions are collected, the wheel impact corresponding value and the speed of the vehicle are determined according to the response value of the first impact and the response value of the continuous impact after derailment, and the simulation data is obtained according to the wheel impact corresponding value and the speed.

[0037] Another aspect of the embodiment of the application provides a rail vehicle derailment simulation device, comprising:

[0038] The first module is used for acquiring a vehicle-track system, wherein the vehicle-track system comprises a rail vehicle model, a steel rail model and a track slab-sleeper-fastener model.

[0039] The second module is used for performing model verification on at least one of the critical speed, the running stability index and the vertical vibration acceleration of the axle box of the vehicle-track system.

[0040] The third module is used for acquiring a derailment device model, wherein the derailment device model comprises a base, a wedge-shaped block and a baffle.

[0041] The fourth module is used for setting an acceleration sensor on the vehicle-track system, performing simulation on the rail vehicle under different working conditions according to the simulation configuration, and collecting simulation data under different working conditions through a speed sensor, wherein the simulation data comprises a wheel impact corresponding value and a speed.

[0042] The fifth module is used for calculating the relationship between the wheel impact corresponding value and the speed, and obtaining a derailment impact simulation result of the rail vehicle.

[0043] Another aspect of the embodiment of the application provides an electronic device, comprising a processor and a memory.

[0044] The memory is used for storing a program.

[0045] The processor executes the program to realize the method as described above.

[0046] The embodiment of the application further discloses a computer program product or a computer program, which comprises computer instructions stored in a computer readable storage medium. A processor of a computer device can read the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method as described above.

[0047] The beneficial effects of the present application are: through the constructed vehicle-rail system and derailment device model, the rail vehicle model, the steel rail model, the track slab-sleeper-fastener model and the derailment device model are integrated, a comprehensive simulation environment is formed, and the complex dynamic behavior in the derailment process of the rail vehicle can be simulated in detail; through the inspection of the critical speed, the running stability index and the axle box vertical vibration acceleration, the simulation accuracy of the model is improved; through the acceleration sensor set, the multi-dimensional dynamic response of the vehicle in the derailment process, such as speed, acceleration and direction change, is accurately captured, so that more accurate data support is provided; through the wedge and baffle designed in the derailment device model, the lifting and pushing away of the vehicle can be effectively realized, and the real derailment situation is simulated; through the simulation of the derailment dynamic behavior under different working conditions, including the response under different vehicle speeds and load conditions, the simulation of multiple working conditions is realized, the dependence on the entity derailment test is reduced, and the experimental cost and environmental impact are reduced. BRIEF DESCRIPTION OF DRAWINGS

[0048] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

[0049] Figure 1 is a rail vehicle derailment simulation flowchart of an embodiment of the present application.

[0050] Figure 2 is a rail vehicle model topology diagram of an embodiment of the present application.

[0051] Figure 3 is a vehicle-rail system topology diagram of an embodiment of the present application.

[0052] Figure 4 is a three-dimensional model diagram of a vehicle-rail system of an embodiment of the present application.

[0053] Figure 5 is a model verification flowchart of the critical speed of an embodiment of the present application.

[0054] Figure 6 is a linear critical speed root locus calculation result diagram of an embodiment of the present application.

[0055] Figure 7 is a relationship curve diagram between the minimum damping and the linear critical speed of an embodiment of the present application.

[0056] Figure 8 is a relationship curve diagram between the first wheelset lateral displacement and the vehicle running speed of an embodiment of the present application.

[0057] Figure 9 is a model verification flowchart of the running stability index of an embodiment of the present application.

[0058] Figure 10 is a model verification flowchart of the vertical vibration acceleration of the axle box of an embodiment of the present application.

[0059] Figure 11 is a time-domain comparison result diagram of the vertical vibration acceleration of the axle box of an embodiment of the present application.

[0060] Figure 12 is a frequency-domain comparison result diagram of the vertical vibration acceleration of the axle box of an embodiment of the present application.

[0061] Figure 13 is a derailleur model diagram of an embodiment of the present application.

[0062] Figure 14 is a derailleur model design flowchart of an embodiment of the present application.

[0063] Figure 15 is a train derailment simulation data acquisition flowchart of an embodiment of the present application.

[0064] Figure 16 is an axle box sensor measurement point layout diagram of an embodiment of the present application, (a) is a three-dimensional diagram of the axle box sensor measurement point layout, and (b) is a top view of the axle box sensor measurement point layout.

[0065] Figure 17 is a derailment impact response diagram of multiple speeds under AW1 load of an embodiment of the present application.

[0066] Figure 18 is a schematic diagram of a railway vehicle derailment simulation device of an embodiment of the present application. DETAILED DESCRIPTION

[0067] Embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions throughout. In the following description, the suffixes used for elements, such as "module", "part", or "unit", are used only to facilitate the description of the present application, and have no particular meaning by themselves. Therefore, "module", "part", or "unit" can be mixedly used. "First", "second", and the like are only used to distinguish technical features for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of indicated technical features. In the following description, the consecutive numbers of the method steps are for the convenience of review and understanding, and adjusting the implementation order between the steps will not affect the technical effects achieved by the technical scheme of the present application, in combination with the overall technical scheme of the present application and the logical relationship between the steps. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0068] Reference Figure 1 wherein Figure 1 is a schematic diagram of a derailment simulation process of a rail vehicle according to an embodiment of the present application. It includes but is not limited to steps S100-S500:

[0069] S100, obtaining a vehicle-track system, wherein the vehicle-track system comprises a rail vehicle model, a rail model and a track slab-sleeper-fastener model.

[0070] In some embodiments, referring to Figure 2 , a rail vehicle model topology diagram is shown, wherein the vehicle-track system construction process comprises:

[0071] Based on the vehicle structure parameters, primary and secondary suspension structure parameters, a vehicle body submodel including a bogie is constructed;

[0072] Based on the axle box, gear box component structure parameters, a three-dimensional model of the axle box and gear box is constructed;

[0073] Based on the rail vehicle model topology diagram, the components are connected to construct a complete rail vehicle model, and the rail vehicle model topology diagram is shown in Figure 2 ;

[0074] Based on the rail structure parameters, a rail model is constructed, a coordinate system of the left and right rails is established, and the shape and coordinates of the rail model are defined. A rail model with a total length of 150m is established, and the two rails are connected to each other using force element No. 199 in the vehicle model, so that the collision between the rails after derailment can be realized.

[0075] Based on the track slab, sleeper and fastener structure parameters, a track slab-sleeper-fastener model is constructed, a coordinate system of the track slab-sleeper-fastener model is established, and the track slab is connected to each wheelset in the vehicle model using force element No. 199, so that the collision between the track slab and the rail after derailment can be realized.

[0076] In some embodiments, based on the vehicle-track system topology diagram, the models are combined to construct a complete vehicle-track system, and the vehicle-track system topology diagram is shown in Figure 3 , and the three-dimensional model of the vehicle-track system is shown in Figure 4 .

[0077] S200, model verification of the vehicle-track system in at least one of the critical speed, the running stability index and the axle box vertical vibration acceleration.

[0078] In some embodiments, referring to Figure 5 , a model verification process diagram of the critical speed is shown, which includes but is not limited to steps S210-S240:

[0079] S210, performing linearization calculation on the vehicle-track system, and determining first verification settings according to the linearization results, wherein the first verification settings include at least a start speed, an end speed, and a minimum frequency;

[0080] S220, performing a root locus calculation on the vehicle-track system according to the first verification setting to obtain a stability margin in the vehicle-track system, and determining a linear critical speed of the vehicle-track system according to the stability margin;

[0081] S230, simulating the vehicle-track system using a wheelset lateral displacement method, including causing a vehicle model in the vehicle-track system to pass through an excitation line at a preset speed, thereby causing the vehicle model to run on a smooth line, and determining a nonlinear critical speed based on the obtained lateral displacement;

[0082] S240: Determine a model verification result of the critical speed based on the linear critical speed and the nonlinear critical speed.

[0083] In some embodiments, the verification of critical speed is divided into two parts: linear critical speed and nonlinear critical speed.

[0084] Among them, the verification of linear critical speed includes:

[0085] refer to Figure 6 The schematic diagram of the linear critical speed root locus calculation results and Figure 7 The relationship curve between the minimum damping and the linear critical speed is shown in the figure. The embodiment of the present invention uses the root locus method to verify the linear critical speed, and determines the vehicle's instability speed based on the natural vibration frequency of each rigid body under different vehicle speeds. The established vehicle-track model is linearized and the start and end speeds are set to 300km / h and 450km / h respectively, the minimum frequency is set to 0.1Hz, and other parameters use the default values. The root locus calculation results are as follows: Figure 6 As shown in the figure, as the speed increases, the color of the root locus changes from blue to green to red. Figure 6 Each root locus represents a different body in the vehicle model. The natural frequency changes at different speeds. When the natural damping value (real part) of a root locus is less than 0, it means that the system has become unstable. Generally, a safety margin, i.e., a stability margin, is left. The stability margin is taken as the natural damping value of 0.05. The relationship curve between minimum damping and linear critical speed is shown in the figure below. Figure 7 As shown in the figure, when the stability margin is considered, the linear critical speed of the vehicle-track model is 352 km / h; when the stability margin is not considered, the linear critical speed of the vehicle-track model is 370 km / h. This model can meet the requirements of subsequent derailment impact simulation experiments.

[0086] The verification of nonlinear critical speed includes:

[0087] refer to Figure 8 The diagram shows the relationship between the first wheelset lateral displacement and vehicle speed. This embodiment of the present invention uses the wheelset lateral displacement method to verify the nonlinear critical speed. The vehicle is driven at a certain speed through an excited track, then driven on a smooth track to see if the wheelset lateral displacement converges.

[0088] In some embodiments, the software operation process includes:

[0089] (1) Create a new track irregularity excitation named Lat, select Type as 101: Harmonic Function, and define 2: Amplitude A and 3: Distance ang frequency Omega as 0.005 and 0.2 respectively.

[0090] (2) Create a new force named F_ACC, set its From and To Markers, and select the type as Spring-Damper Parallel Cmp. Define the nominal force F_nom_x in the x-axis direction as the product of the vehicle mass and 0.5. Set the initial vehicle speed to 400 km / h and select Actual profiles for Rail-WheelProfiles. Perform the simulation.

[0091] (3) By changing the data source of the x-axis from time to the speed of the vehicle body, we can obtain the relationship curve between the lateral displacement of the first wheel set and the vehicle running speed. The results are as follows: Figure 8 As shown, the safety limit of the wheelset lateral displacement is ±2.5mm. Figure 8 It can be seen that the nonlinear critical speed of the vehicle-track model is around 340 km / h, and the model can meet the requirements of subsequent derailment impact simulation experiments.

[0092] In some embodiments, reference Figure 9 The schematic diagram of the model verification process of the running stability index shown in FIG. 1 includes but is not limited to steps S250 to S260:

[0093] S250, the running stability index is verified using the derailment coefficient, where the derailment coefficient is Y / Q, where Y is the lateral force acting on the wheel and Q is the vertical force acting on the wheel;

[0094] S260 , operating a vehicle model in a vehicle-track system at different speed levels, calculating maximum derailment coefficients at different speed levels, and determining a model verification result of an operation smoothness index based on the maximum derailment coefficient and a prescribed derailment coefficient.

[0095] In some embodiments, the indicators for verifying the running stability and evaluating the vehicle running stability can usually be described by the derailment coefficient. The calculation formula of the derailment coefficient can be obtained by Expressed as, where Y is the lateral force acting on the wheel and Q is the vertical force acting on the wheel. The railway industry standard "High-speed Railway Design Specifications (Trial)" (TB 10621-2009) stipulates that the derailment coefficient is The vehicle's operating speed was set to various typical operating speeds between 10 and 300 km / h, and simulation calculations were performed to obtain the maximum derailment coefficients of the vehicle at different speeds. As shown in Table 1, the maximum derailment coefficients of the vehicle-track model at different speeds were all less than 0.25, which did not reach the maximum limit of 1 / 2 of the derailment coefficient specified in TB 10621-2009 (0.4). This shows that the simulation model has good operating stability and a large redundancy, which can meet the requirements of subsequent derailment impact simulation experiments.

[0096] Table 1 Maximum derailment coefficient of vehicles at different speeds

[0097]

[0098] In some embodiments, reference Figure 10 The model verification process diagram of the axle box vertical vibration acceleration shown in FIG. 1 includes but is not limited to steps S270 to S280:

[0099] S270, operating a vehicle model in the vehicle-track system at a preset speed and a preset rotational speed, performing a simulation calculation of the axle box vertical vibration acceleration, and obtaining a simulation result of the axle box vertical vibration acceleration, wherein the preset speed and the preset rotational speed correspond one to one;

[0100] S280, obtaining the simulation results of the vertical vibration acceleration of the axle box within a preset time period and performing Fourier transform, and then comparing them with the measured results to obtain the model verification results of the vertical vibration acceleration of the axle box.

[0101] In some embodiments, the vertical vibration acceleration of the axle box is verified, and the simulation calculation results are compared with the measured vertical vibration acceleration signal of the axle box on a certain line in the time domain and frequency domain; considering the actual operation factors of the vehicle, the vehicle speed is set to 59.5km / h, 66.4km / h, and 77.4km / h, corresponding to the actual operation conditions of the speed of 375rpm, 420rpm, and 490rpm, respectively, and the vertical vibration acceleration of the axle box is simulated and calculated. The time domain calculation results of 5 to 6s are taken to compare the simulation calculation results with the measured results, and the reference is made to the reference. Figure 11 The diagram of the time domain comparison results of the vertical vibration acceleration of the axle box is shown in the figure. The upper part is the simulation data, and the lower part is the measured data. Figure 11It can be seen that, except for the time domain shock interference at 420 rpm, the simulation results are roughly the same as the measured results in different working conditions in terms of time domain amplitude and waveform change rule. Taking the case of vehicle speed of 66.4 km / h, corresponding to the actual operation condition of 420 rpm, the real Fourier transform (rFFT) is performed on the above time domain simulation results to obtain the simulation results of the vertical vibration acceleration of the axle box of the vehicle-track model, and compared with the measured data and different line simulation data, and the results are shown in the vertical vibration acceleration frequency domain comparison result diagram of the axle box as shown in Figure 12 The vibration response of the model and the measured vibration response are basically consistent in terms of change rule and value. Due to the fact that the track irregularity excitation applied in the model cannot be exactly the same as the actual line, and the primary and secondary suspensions and other elements in the model are simplified as linear springs, the calculated results of the model and the measured vibration response will still be different. The deviation between the two results is not large, so the model can be used to meet the requirements of subsequent derailment impact simulation experiments.

[0102] S300, obtaining a derailleur model, the derailleur model comprising a base, a wedge-shaped block and a baffle.

[0103] In some embodiments, referring to Figure 13 The derailleur model schematic diagram includes an assembly drawing (A) and a three-dimensional model drawing (B). For example, the derailleur model design and construction includes:

[0104] The derailleur model is composed of a base, a wedge-shaped block and a curved baffle, and the derailleur model design process is as shown in Figure 14 The derailleur model design process schematic diagram of the embodiment of the present application is shown in

[0105] A groove is arranged below the base to cooperate with the rail for fixing the derailleur on the rail, as shown in the derailleur model base part drawing;

[0106] A wedge-shaped block is arranged above the base for lifting the wheels of the vehicle model;

[0107] A curved baffle perpendicular to the base is arranged above the base for pushing the lifted wheels out of the track;

[0108] In the model, the derailleur model is fixed at the required rail position by using No. 0 hinge, and the derailleur is connected with each wheel by using No. 199 force element. When the vehicle passes through the derailleur, the wheels are lifted by the wedge-shaped block and pushed away from the rail by the upright part with the advancement of the vehicle, thereby realizing the derailment of the vehicle.

[0109] S400, setting an acceleration sensor on the vehicle-track system, simulating the track vehicle under different working conditions according to the simulation configuration, and collecting simulation data under different working conditions through a speed sensor, wherein the simulation data includes wheel impact corresponding value and vehicle speed.

[0110] In some embodiments, referring to Figure 15 The train derailment simulation data acquisition flowchart shown includes but is not limited to steps S410-S430:

[0111] S410, arranging an acceleration sensor on the front bogie axle box and the rear bogie axle box of the railway vehicle model, respectively, wherein the front bogie axle box and the rear bogie axle box are connected with the wheel axle through bearings, and the acceleration sensor adopts a three-axis sensor;

[0112] S420, obtaining simulation configurations under different working conditions, wherein the simulation configurations include vehicle load, train running speed, sensor sampling rate, and simulation time;

[0113] S430, collecting the response values of the first impact and the continuous impact after derailment of the railway vehicle running under different working conditions, determining the wheel impact response value and the vehicle speed according to the first impact response value and the continuous impact response value after derailment, and obtaining simulation data according to the wheel impact response value and the vehicle speed.

[0114] In some embodiments, referring to Figure 16 The axle box sensor measurement point arrangement diagram shown includes (a) a three-dimensional schematic diagram of the axle box sensor measurement point arrangement and (b) a top view of the axle box sensor measurement point arrangement. Specifically, arranging the sensor measurement points and setting the simulation running working conditions include:

[0115] Arranging an acceleration sensor on the front bogie axle box and the rear bogie axle box of the vehicle, respectively: the axle box is directly connected with the wheel axle through bearings, and then indirectly connected with the steel rail through the wheel rail relationship; therefore, when the vehicle derails, the wheel radial jump amplitude is directly related to the vertical vibration amplitude of the axle box. Therefore, the sensor is arranged on the front bogie axle box and the rear bogie axle box of the vehicle, respectively, for subsequent derailment impact simulation calculation; the axle box sensor measurement point arrangement is shown in Figure 16 The front and rear bogie axle boxes are arranged with sensor measurement points, and the front and rear bogie axle box sensor measurement points are located on both sides of the vehicle center line along the vehicle running direction, and are symmetrically distributed;

[0116] Setting vehicle load, train running speed, sensor sampling rate and simulation time: in order to calculate the derailment simulation results of the vehicle under the same load and different speeds, obtain the corresponding values of the first landing impact and the vibration impact of the continuous impact after derailment, set the axle load as the passenger load (AW1) (10.36 t) and the fixed load (AW2) (14.32 t) respectively, the vehicle running speed is 5, 10, 20, 40, 60, 80, 100, 120, 160 km / h, a total of 18 kinds of derailment conditions are simulated and calculated, the sensor sampling rate is 100 kHz, and the sampling time is 10 s, the impact response value of the wheel impact of the simulation model is obtained, and then the relationship between the impact response value of the wheel impact and the size of the vehicle speed is analyzed and calculated.

[0117] Collecting vibration signal data, recording and analyzing simulation experiment results, it can be understood that the working condition in the embodiment of the application refers to a derailment working condition.

[0118] S500, calculating the relationship between the wheel impact corresponding value and the vehicle speed, and obtaining the derailment impact simulation result of the railway vehicle.

[0119] In some embodiments, based on the established vehicle-track system and derailleur model, the derailment impact simulation experiment is used to collect the vibration signal data of the axle box at different measuring points under different working conditions of the vehicle, and the vibration response time domain analysis is carried out, and the influence of the vehicle speed on the impact response of the vehicle is calculated.

[0120] In some embodiments, taking the axle load as the passenger load (AW1) (10.36 t) as an example, 9 kinds of working conditions of 5, 10, 20, 40, 60, 80, 100, 120, 160 km / h are set to record and analyze the impact response of the vehicle after derailment. The vibration response of the first impact and the five continuous impact responses is taken, and the mean value is taken to reflect the continuous impact response value of the train, and the specific impact response result obtained by model simulation is shown in Table 2.

[0121] Table 2 Derailment simulation calculation result

[0122]

[0123] In some embodiments, in order to further analyze the factors affecting the impact response, the derailment impact response diagram of multiple speeds under the AW1 load is drawn as shown in Figure 17 , and the Accz is the impact response value of the train 1R measuring point.

[0124] As shown in Table 2 and Figure 17As shown, the simulation model reaches the maximum value of the first impact response and the continuous impact response of the train when the speed reaches 80km / h, and the first impact response and the continuous impact response of the train increase with the increase of the speed when the speed is less than 80km / h, and the impact response of the train decreases with the increase of the speed when the speed is greater than 80km / h. When the speed is in the range of 20km / h to 120km / h, the first impact response and the continuous impact response of the full load are far greater than the impact response values under the empty load.

[0125] Reference Figure 18 , Figure 18 Figure 1 is a schematic diagram of a track vehicle derailment simulation analysis device according to an embodiment of the present application. The device includes a first module 1810, a second module 1820, a third module 1830, a fourth module 1840 and a fifth module 1850.

[0126] The first module is configured to obtain a vehicle-track system, wherein the vehicle-track system includes a track vehicle model, a rail model and a track plate-sleeper-fastener model; the second module is configured to perform model verification on at least one of the critical speed, the running stability index and the vertical vibration acceleration of the axle box of the vehicle-track system; the third module is configured to obtain a derailment device model, wherein the derailment device model includes a base, a wedge-shaped block and a baffle; the fourth module is configured to set an acceleration sensor on the vehicle-track system, perform simulation of the track vehicle under different working conditions according to the simulation configuration, and collect simulation data under different working conditions through a speed sensor, wherein the simulation data includes a wheel impact response value and a vehicle speed; and the fifth module is configured to calculate the relationship between the wheel impact response value and the vehicle speed, and obtain a derailment impact simulation result of the track vehicle.

[0127] Exemplarily, under the cooperation of the first module, the second module, the third module, the fourth module and the fifth module in the device, the embodiment device can realize any one of the foregoing track vehicle derailment simulation methods, that is, obtaining a vehicle-track system, wherein the vehicle-track system comprises a track vehicle model, a steel rail model and a track slab-sleeper-fastener model, performing model verification on at least one of a critical speed, a running stability index and an axle box vertical vibration acceleration of the vehicle-track system; obtaining a derailment device model, the derailment device model comprising a base, a wedge-shaped block and a baffle; setting an acceleration sensor on the vehicle-track system, simulating the track vehicle under different working conditions according to a simulation configuration, collecting simulation data under different working conditions through the speed sensor, wherein the simulation data comprises a wheel impact corresponding value and a vehicle speed; calculating the relationship between the wheel impact corresponding value and the vehicle speed to obtain a derailment impact simulation result of the track vehicle. The beneficial effects of the present application are as follows: through the constructed vehicle-track system and the derailment device model, the track vehicle model, the steel rail model, the track slab-sleeper-fastener model and the derailment device model are integrated to form a comprehensive simulation environment, which can simulate the complex dynamic behavior of the track vehicle during the derailment process in detail; through the inspection of the critical speed, the running stability index and the axle box vertical vibration acceleration, the simulation accuracy of the model is improved; through the set acceleration sensor, the multi-dimensional dynamic response of the vehicle during the derailment process, such as the speed, the acceleration and the direction change, is accurately captured to provide more accurate data support; through the wedge-shaped block and the baffle designed in the derailment device model, the lifting and pushing away of the vehicle can be effectively realized to simulate the real derailment situation; through the simulation of the derailment dynamic behavior under different working conditions, including the response under different vehicle speeds and load conditions, the simulation of multiple working conditions is realized, the dependence on the entity derailment test is reduced, and the experimental cost and the environmental impact are reduced.

[0128] The embodiment of the present application further provides an electronic device, which comprises a processor and a memory;

[0129] The memory stores a program;

[0130] The processor executes the program to perform the foregoing track vehicle derailment simulation method; the electronic device has the function of carrying and running the software system for track vehicle derailment simulation provided by the embodiment of the present application, for example, a personal computer, a mini computer, a mainframe, a workstation, a network or a distributed computing environment, a separate or integrated computer platform, or communication with a charged particle tool or other imaging device, and the like.

[0131] The embodiment of the present application further provides a computer readable storage medium, which stores a program, and the program is executed by a processor to realize the track vehicle derailment simulation method as described above.

[0132] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiment presented and described in the flow chart of the present invention is provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operation and logic flow presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0133] An embodiment of the present invention further discloses a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to perform the aforementioned rail vehicle derailment simulation method.

[0134] Furthermore, although the present invention is described in the context of functional modules, it should be understood that, unless otherwise indicated, one or more of the functions and / or features described may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It will also be understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present invention. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the ordinary skill of an engineer. Therefore, a person skilled in the art using ordinary skill will be able to implement the present invention set forth in the claims without undue experimentation. It will also be understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present invention, which is determined by the full scope of the appended claims and their equivalents.

[0135] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts of the technical solutions that essentially contribute to the prior art or the parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0136] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a list of executable instructions for implementing logic functions, which can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus or device, such as a computer-based system, a system including a processor or other system that can fetch the instructions from the instruction execution system, apparatus or device and execute the instructions, or in conjunction with these instructions execution systems, apparatus or devices. For the purpose of this specification, the "computer-readable medium" can be any device that can contain, store, communicate, propagate or transport programs for use by or in connection with an instruction execution system, apparatus or device, or in conjunction with these instruction execution systems, apparatus or devices.

[0137] More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection having one or more wires (electrical devices), a portable computer diskette (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium can even be paper or other suitable medium on which the program can be printed, because the program can be electronically obtained, for example, by optical scanning of the paper or other medium, followed by editing, interpreting or otherwise processing, if necessary, in other suitable ways, to be electronically obtained and then stored in the computer memory.

[0138] It should be understood that aspects of the application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware which is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and in another embodiment, any of the following technologies, known in the art, can be used: a combination of discrete logic circuits having logic gates for implementing logic functions upon an application of data signals, application specific integrated circuits having logic gates, field programmable gate arrays (FPGA), or other components, in combination or as the case can be.

[0139] In the description of the present application, the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. The illustrative appearances of the above terms in various places in the specification are not intended to exclude that the terms in other places mean the same or similar features, structures, materials, or characteristics. Furthermore, the particular features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0140] Although embodiments of the present application have been shown and described, it would be recognized by those of ordinary skill in the art that various modifications, alternatives, replacements, and variations of the embodiments can be made without departing from the spirit and principles of the present application, and the scope of the present application is defined by the claims and their equivalents.

[0141] The above is a specific description of the preferred embodiments of the present application, but the present application is not limited to the described embodiments, and those skilled in the art can make various equivalent modifications or replacements without departing from the spirit of the present application, and these equivalent modifications or replacements are all included in the scope defined by the claims of the present application.

Claims

1. A rail vehicle derailment simulation method, characterized in that: include: Obtaining a vehicle-track system, wherein the vehicle-track system includes a rail vehicle model, a rail model, and a track slab-sleeper-fastener model; Performing model verification on at least one of the vehicle-track system in terms of critical speed, running smoothness index, and axle box vertical vibration acceleration; Obtaining a derailer model, wherein the derailer model includes a base, a wedge block, and a baffle; An acceleration sensor is provided on the vehicle-track system, and the rail vehicle is simulated under different working conditions according to the simulation configuration. The simulation data under the different working conditions is collected by a speed sensor, wherein the simulation data includes a wheel impact corresponding value and a vehicle speed; The relationship between the wheel impact corresponding value and the vehicle speed is calculated to obtain a derailment impact simulation result of the rail vehicle.

2. The rail vehicle derailment simulation method according to claim 1, wherein The vehicle-track system comprises: Construct a vehicle body sub-model including the bogie according to the structural parameters of the rail vehicle, the primary suspension structural parameters and the secondary suspension structural parameters; Constructing an axle box model according to the axle box structural parameters, and constructing a gear box model according to the gear box component structural parameters; According to the rail vehicle model topology diagram, the vehicle body sub-model, the axle box model and the gear box model are connected to obtain a rail vehicle model; Based on the rail structural parameters, a rail model is constructed. The rail model includes the coordinate system, shape, and coordinates of the two rails. The rail model is connected to each wheelset in the rail vehicle model using force element 199 to simulate the collision between the rail vehicle and the rail after derailment. Based on the vehicle-track system topology diagram, the rail model and the rail vehicle model are combined to obtain the vehicle-track system.

3. The rail vehicle derailment simulation method according to claim 1, wherein The model verification of the critical speed includes: performing a linearization calculation on the vehicle-track system and determining a first verification setting according to the linearization result, wherein the first verification setting includes at least a start speed, an end speed, and a minimum frequency; performing a root locus calculation on the vehicle-track system according to a first verification setting to obtain a stability margin in the vehicle-track system, and determining a linear critical speed of the vehicle-track system according to the stability margin; A vehicle-track system is simulated using a wheelset lateral displacement method, including causing a vehicle model in the vehicle-track system to pass through an excitation line at a preset speed, thereby causing the vehicle model to run on a smooth line, and determining a nonlinear critical speed based on the obtained lateral displacement; A model verification result of the critical speed is determined based on the linear critical speed and the nonlinear critical speed.

4. The rail vehicle derailment simulation method according to claim 1, wherein The verification of the running stability index includes: The running stability index is verified by using a derailment coefficient, where the derailment coefficient is Y / Q, where Y is the lateral force acting on the wheel and Q is the vertical force acting on the wheel; The vehicle model of the vehicle-track system is operated at different speed levels, the maximum derailment coefficient at the different speed levels is calculated, and the model verification result of the running smoothness index is determined according to the maximum derailment coefficient and the specified derailment coefficient.

5. The rail vehicle derailment simulation method according to claim 1, wherein The model verification of the axle box vertical vibration acceleration includes: The vehicle model in the vehicle-track system is operated at a preset speed and a preset rotational speed, and a simulation calculation of the vertical vibration acceleration of the axle box is performed to obtain a simulation result of the vertical vibration acceleration of the axle box, wherein the preset speed and the preset rotational speed correspond one to one; The simulation results of the vertical vibration acceleration of the axle box within a preset time period are obtained and Fourier transformed, and then compared with the measured results to obtain the model verification results of the vertical vibration acceleration of the axle box.

6. The rail vehicle derailment simulation method according to claim 1, wherein The derailer model includes: A groove is provided below the base, the groove cooperates with the rail model, and the derailer is fixed on the rail model through the groove; A wedge-shaped block is arranged above the base, and the wheels of the vehicle model are lifted by the wedge-shaped block; A curved baffle plate perpendicular to the base is provided above the base, and the raised wheels are pushed out of the track through the curved baffle plate; The derailer model is fixed to the rail model through the No. 0 hinge, and then the No. 199 force element is used to connect the derailer model with the wheels of each rail vehicle model. The wheels are lifted by the wedge block, and as the vehicle model moves forward, the upright part is pushed away from the rail model to complete the derailment simulation of the rail vehicle model.

7. The rail vehicle derailment simulation method according to claim 1, wherein The acceleration sensor is provided on the vehicle-track system, and the rail vehicle is simulated under different working conditions according to the simulation configuration, and simulation data under different working conditions is collected by the speed sensor, including: Acceleration sensors are respectively arranged on the front bogie axle box and the rear bogie axle box of the rail vehicle model, wherein the front bogie axle box and the rear bogie axle box are connected to the wheel axle through bearings, and the acceleration sensors are triaxial sensors; Obtain simulation configurations for different operating conditions, including vehicle load, train speed, sensor sampling rate, and simulation time; The response values ​​of the first impact and the response values ​​of the continuous impact after derailment of the rail vehicle running under different working conditions are collected, and the wheel impact response value and the vehicle speed are determined based on the response value of the first impact and the response value of the continuous impact after derailment, and simulation data are obtained based on the wheel impact response value and the vehicle speed.

8. A rail vehicle derailment simulation device, characterized in that: include: The first module is used to obtain a vehicle-track system, wherein the vehicle-track system includes a rail vehicle model, a rail model, and a track slab-sleeper-fastener model; The second module is used to perform model verification on at least one of the critical speed, running smoothness index and axle box vertical vibration acceleration of the vehicle-track system; The third module is used to obtain a derailer model, which includes a base, a wedge block and a baffle. A fourth module is configured to set an acceleration sensor on the vehicle-track system, simulate the rail vehicle under different operating conditions according to the simulation configuration, and collect simulation data under different operating conditions through a speed sensor, wherein the simulation data includes a wheel impact response value and a vehicle speed; The fifth module is used to calculate the relationship between the wheel impact corresponding value and the vehicle speed to obtain the derailment impact simulation result of the rail vehicle.

9. An electronic device, characterized in that: including a processor and a memory; The memory is used to store programs; The processor executes the program to implement the rail vehicle derailment simulation method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The storage medium stores a program, and the program is executed by a processor to implement the rail vehicle derailment simulation method according to any one of claims 1 to 7.

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