Method and system for measuring wheel rail position relation based on rolling vibration test bed of railway vehicle, computer equipment and medium

Abstract

The invention relates to a rail vehicle rolling vibration test bench-based wheel rail position relation measurement method and system, computer equipment and a medium. The method comprises the following steps: S1, measuring the displacement variation of a wheel and a track wheel in the movement process; s2, calculating respective transverse displacement and attack angle of the wheel and the track wheel based on the displacement variation; s3, based on the transverse displacement of the wheel and the transverse displacement of the track wheel, the rim clearance of the wheel and the track wheel in the movement process is calculated; and S4, when the rim gap is greater than a preset value, calculating the equivalent taper between the wheel and the track wheel based on the rim gap. By adopting the method, the wheel rail position relation can be accurately measured through the rolling vibration test bed of the railway vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle parameter measurement, in particular to a wheel-rail position relationship measurement method and system based on a rolling vibration test bench for railway vehicles, a computer device and a medium. BACKGROUND

[0002] Equivalent conicity and angle of attack are important concepts in the field of railway vehicles and important indicators for evaluating the geometric state of wheel-rail contact. Equivalent conicity and angle of attack have important influences on the stability, vibration response, and vehicle frame instability of trains. In simple terms, equivalent conicity is defined as the ratio of half the difference between the rolling radii of the left and right wheels to the wheelset lateral displacement. Equivalent conicity can reflect the change characteristics of the wheel tread during lateral displacement and has a direct impact on the lateral stability of the vehicle. The size of the equivalent conicity will affect the vibration response of the vehicle. Proper equivalent conicity helps to reduce the vibration of the vehicle and improve the ride comfort. Improper equivalent conicity may cause vehicle frame instability and affect the safety of train operation. However, in actual vehicle motion scenarios, it is basically impossible to conduct micro-studies of wheel-rail contact, and it is also impossible to accurately measure the equivalent conicity in actual scenarios. In addition, the measurement of real-time angle of attack provides a basis for micro-studies of the dynamic performance of locomotives and rolling stock. SUMMARY

[0003] Therefore, it is necessary to provide a wheel-rail position relationship measurement method and system based on a rolling vibration test bench for railway vehicles, which can accurately measure the position relationship between the wheel and the rail.

[0004] A wheel-rail position relationship measurement method based on a rolling vibration test bench for railway vehicles, the rolling vibration test bench for railway vehicles is installed with a track wheel simulating the state of a line and a wheel of a test vehicle in contact with the track wheel, the profile of the track wheel is consistent with the shape of an actual track, the profile of the wheel is consistent with the profile of an actual wheel, and the track wheel moves under the drive of a drive mechanism and a vibration excitation system; displacement sensors are installed on both sides of the wheel and the track wheel, the displacement sensors in the wheel are consistent in height, and the displacement sensors in the track wheel are consistent in height, and the method comprises the following steps:

[0005] S1, measuring the displacement change of the wheel and the track wheel during movement;

[0006] S2, calculating the lateral displacement and angle of attack of the wheel and the track wheel based on the displacement change;

[0007] S3, calculating the flange clearance of the wheel and the track wheel during movement based on the lateral displacement of the wheel and the track wheel;

[0008] S4, calculating an equivalent conicity between the wheel and the track wheel based on the rim gap when the rim gap is greater than a preset value.

[0009] Preferably, the displacement change of the wheel during movement is measured by a displacement sensor installed outside the wheel; the displacement change of the track wheel during movement is measured by a displacement sensor installed outside the track wheel.

[0010] Preferably, if the initial rim gap between the inside of the track wheel and the outside of the wheel rim before starting movement is zero, the rim gap is the difference between the lateral displacement of the wheel and the lateral displacement of the track wheel.

[0011] In one of the embodiments, the method further comprises:

[0012] S5, adjusting the advancing direction of the wheel and the angle of attack of the track wheel so that the rim gap is greater than the preset value when the rim gap is less than the preset value.

[0013] In one of the embodiments, the calculation process of the angle of attack is:

[0014] calculating the wheel yaw angle of the wheel during movement according to the displacement change measured by the displacement sensor installed outside the wheel;

[0015] calculating the track yaw angle of the track wheel during movement according to the displacement change measured by the displacement sensor installed outside the track wheel;

[0016] determining the advancing direction of the wheel and the angle of attack of the track wheel based on the difference between the wheel yaw angle and the track yaw angle;

[0017] The calculation formula of the wheel yaw angle a cL is: a cL = (△D1-△D2) / A1;

[0018] The calculation formula of the track yaw angle a gL is: a gL = (△D3-△D4) / A2;

[0019] The calculation formula of the included angle A L is: A L = a cL - a gL ;

[0020] △D1 is the displacement change measured by the displacement sensor installed at the front end of the outer side of the wheel; △D2 is the displacement change measured by the displacement sensor installed at the rear end of the outer side of the wheel; △D3 is the displacement change measured by the displacement sensor installed at the front end of the outer side of the track wheel; △D4 is the displacement change measured by the displacement sensor installed at the rear end of the outer side of the track wheel; A1 is the distance between the displacement sensors at both ends of the wheel; and A2 is the distance between the displacement sensors at both ends of the track wheel.

[0021] In one embodiment, step S2 includes:

[0022] The formula for calculating the lateral displacement Dc of the wheel is: Dc = (△D1 + △D2) / 2;

[0023] The formula for calculating the lateral displacement Dg of the track wheel is: Dg = (△D3 + △D4) / 2;

[0024] Wherein, △D1 is the displacement change measured by the displacement sensor installed at the front end of the outer side of the wheel, △D2 is the displacement change measured by the displacement sensor installed at the rear end of the outer side of the wheel, △D3 is the displacement change measured by the displacement sensor installed at the front end of the outer side of the track wheel, and △D4 is the displacement change measured by the displacement sensor installed at the rear end of the outer side of the track wheel.

[0025] In one embodiment, step S3 includes:

[0026] Measure the initial flange clearance between the wheel and the track wheel before movement;

[0027] Based on the lateral displacement of the wheel and the track wheel and the initial flange clearance, calculate the flange clearance of the wheel and the track wheel during the movement.

[0028] Wherein, the rim clearance J X The calculation formula is: J X =J+Dc-Dg; J is the initial clearance, Dc is the lateral displacement of the wheel, and Dg is the lateral displacement of the track wheel.

[0029] In one embodiment, step S4 includes:

[0030] Obtain the first rolling circle diameter D of the left-hand wheel at the wheel-rail contact point. cL The second rolling circle diameter D of the wheel on the right at the wheel-rail contact point. cR ;

[0031] Based on the first rolling circle diameter D cL The second rolling circle diameter D cR And the rim clearance Jx, calculate the equivalent taper;

[0032] The calculation formula of the equivalent taper γ0 is: γ0= (D cL -D cR ) / (2 * Jx).

[0033] In one of the embodiments, step S1 comprises:

[0034] Placing a calibration plate in the laser emission direction of the displacement sensor; the surface of the calibration plate is perpendicular to the laser beam emission direction of the displacement sensor;

[0035] After the displacement sensor measures the distance value between the calibration plate and the displacement sensor, the displacement value is cleared.

[0036] A measurement system for wheel-rail position relationship based on a rolling vibration test bench for railway vehicles, the rolling vibration test bench for railway vehicles is provided with a track wheel simulating a track state and a wheel in contact with the track wheel, the profile of the track wheel is consistent with the shape of an actual track, the profile of the wheel is consistent with the profile of an actual wheel, and the track wheel moves under the drive of a drive mechanism and an excitation system; displacement sensors are installed on both sides of the wheel and the track wheel, the displacement sensors in the wheel are consistent in height, and the displacement sensors in the track wheel are consistent in height, and the system comprises:

[0037] A data measurement module for measuring the displacement change of the wheel and the track wheel during movement;

[0038] A displacement calculation module for calculating the lateral displacement and the angle of attack of the wheel and the track wheel based on the displacement change;

[0039] A gap calculation module for calculating the flange gap of the wheel and the track wheel during movement based on the lateral displacement of the wheel and the track wheel;

[0040] An equivalent taper calculation module for calculating the equivalent taper between the wheel and the track wheel based on the flange gap when the flange gap is greater than a preset value.

[0041] A computer device comprising a memory and a processor, the memory stores a computer program, and the processor implements the steps of the above method when executing the computer program.

[0042] A computer readable storage medium storing a computer program, the computer program is executed by a processor to implement the steps of the above method.

[0043] The wheel-rail position relationship measurement method, system, computer device and medium based on the rolling vibration test bench of the rail vehicle, by measuring the displacement change amount of the wheel and the rail wheel in the movement process based on the displacement sensors installed in the wheel and the rail wheel on the rolling vibration test bench of the rail vehicle, realizes dynamic measurement in the simulation running working condition of the rolling vibration test bench of the rail vehicle, so that the measured displacement change amount is the displacement change amount in the actual running state, so that the lateral displacement and the angle of attack of the wheel and the rail wheel are calculated based on the displacement change amount, the flange gap of the wheel and the rail wheel in the movement process is calculated based on the lateral displacement of the wheel and the rail wheel, and the accurate equivalent taper between the wheel and the rail wheel is calculated based on the flange gap when the flange gap is greater than the preset value. BRIEF DESCRIPTION OF DRAWINGS

[0044] Figure 1 It is a schematic diagram of the rolling vibration test bench of the rail vehicle in one embodiment; Figure 2 It is a flowchart of the wheel-rail position relationship measurement method based on the rolling vibration test bench of the rail vehicle in one embodiment; Figure 3 It is a position diagram of the displacement sensor in one embodiment; Figure 4 It is a diagram of the included angle in one embodiment; Figure 5 It is a diagram of the flange gap in one embodiment; Figure 6 It is a diagram of a single transmission unit in one embodiment; Figure 7 It is a diagram of the installation of the displacement sensor in one embodiment; Figure 8 It is a calibration diagram in one embodiment; Figure 9 It is an internal structure diagram of the computer device in one embodiment.

[0045] BRIEF DESCRIPTION OF DRAWINGS: Left sensor mounting seat 1, left bridge 2, wheel 3, test bench rack 4, right bridge 5, right sensor mounting seat 6, wheel rim 7, rail wheel rim 8, rolling vibration test bench rack 9 of rail vehicle, test bench rack mounting seat 10, calibration plate 11, displacement sensor 12. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application.

[0047] The wheel-rail position relationship measurement method based on the rolling vibration test bench of the rail vehicle provided in the embodiments of the present application can be applied to the rolling vibration test bench of the rail vehicle as shown in Figure 1 The rolling vibration test bench of the rail vehicle is a large test device for performing dynamic performance experimental research on the whole rail vehicle. The rolling vibration test bench of the rail vehicle replaces the infinite long steel rail with the rotation of the rail wheel, and the profile of the rail wheel is consistent with the shape of the actual rail, and the profile of the wheel is consistent with the profile of the actual wheel. Each rail wheel can be vertically and laterally vibrated under the drive of the mechanical mechanism to simulate the irregularity of the track line and the movement of the wheel on the track, specifically including the vibration and rotation of the wheel on the track, wherein the driving mechanism drives the rotation of the rail wheel, and the excitation system drives the displacement of the rail wheel in the vertical and horizontal axial directions, that is, the excitation system drives the vibration of the rail wheel. The rolling vibration test bench of the rail vehicle has two side wheels and rail wheels. Each side wheel is provided with a displacement sensor at both ends, and each side rail wheel is provided with a displacement sensor at both ends. The displacement sensors in the wheels are consistent in height, the displacement sensors in the rail wheels are consistent in height, the displacement sensors installed in the same wheel are consistent in height, and the displacement sensors installed in the same rail wheel are consistent in height. D1, D2, D3, D4, D5, D6, D7 and D8 are displacement sensors. The wheel-rail position relationship includes the angle of attack and the equivalent taper.

[0048] In one embodiment, as shown in Figure 2 A wheel-rail position relationship measurement method based on a rolling vibration test bench of a rail vehicle is provided, comprising the following steps:

[0049] S1, measuring the displacement change of each of the wheels and the rail wheels in the movement process;

[0050] The rail wheel corresponds to the rail in the actual scene, and the wheel corresponds to the whole train in the actual scene. The wheel and the rail wheel include a front end and a rear end. The front end is one end in the forward direction of the wheel, and the rear end is the other end opposite to the front end.

[0051] The displacement change of the wheel in the movement process is measured by the displacement sensors installed at the two ends of the outer side of the wheel. The displacement change of the rail wheel in the movement process is measured by the displacement sensors installed at the two ends of the outer side of the rail wheel. The position diagram of the displacement sensors in the wheel and the rail wheel is shown in Figure 3 .

[0052] Since the rolling vibration test bench of the rail vehicle has wheels and rail wheels on both sides, the displacement changes of the wheels and the rail wheels on both sides in the movement process are measured at the same time when measuring the displacement changes.

[0053] S2, calculating the lateral displacement and the angle of attack of each of the wheels and the rail wheels based on the displacement changes;

[0054] wherein the lateral displacement of the wheel refers to the average displacement of the wheel in the lateral direction. The lateral displacement of the rail wheel refers to the average displacement of the rail wheel in the lateral direction.

[0055] The attack angle is the angle between the advancing direction of the wheel and the tangent of the center line of the rail wheel.

[0056] Since both sides of the rail vehicle rolling vibration test bench have wheels and rail wheels, when calculating the lateral displacement, the lateral displacement of the wheels on both sides and the lateral displacement of the rail wheels on both sides are calculated. Specifically, the lateral displacement of the left wheel is calculated according to the displacement change of the left wheel, the lateral displacement of the right wheel is calculated according to the displacement change of the right wheel, the lateral displacement of the left rail wheel is calculated according to the displacement change of the left rail wheel, and the lateral displacement of the right rail wheel is calculated according to the displacement change of the right rail wheel.

[0057] S3, based on the lateral displacement of the wheel and the rail wheel respectively, calculating the flange gap of the wheel and the rail wheel in the movement process;

[0058] wherein the flange gap refers to the gap between the inner side of the rail wheel and the outer side of the wheel flange. Since both sides of the rail vehicle rolling vibration test bench have wheels and rail wheels, the flange gap of the wheels and rail wheels on the same side in the movement process can be calculated according to the lateral displacement of the wheels and rail wheels on the same side. Specifically, the flange gap of the wheels and rail wheels on the left side in the movement process is calculated according to the lateral displacement of the wheels and rail wheels on the left side; the flange gap of the wheels and rail wheels on the right side in the movement process is calculated according to the lateral displacement of the wheels and rail wheels on the right side.

[0059] Further, if the initial flange gap between the inner side of the rail wheel and the outer side of the wheel flange before starting the movement is zero, the flange gap is the difference between the lateral displacement of the wheel and the lateral displacement of the rail wheel.

[0060] S4, when the flange gap is greater than a preset value, calculating the equivalent taper between the wheel and the rail wheel based on the flange gap.

[0061] wherein the preset value is a value greater than 0. Keeping the flange gap greater than the preset value is a basic requirement to ensure the safe, smooth and efficient operation of the train. If the flange gap is less than the preset value, the flange and the rail may come into contact or even be squeezed and damaged, which may cause safety problems.

[0062] The equivalent conicity is an important index for evaluating the wheel-rail contact geometry state, and has an important influence on the train stability, vibration response, vehicle frame instability and the like. The equivalent conicity is defined as the ratio of half of the difference between the rolling circle diameters of the left and right wheels to the flange clearance. Under a certain amount of lateral displacement, the non-conical wheel tread and the worn wheel tread can be equivalent to a conical tread, and the conicity of the equivalent conical tread is the equivalent conicity.

[0063] The equivalent conicity reflects the change characteristics of the wheel tread during the lateral displacement, and has a direct influence on the lateral stability of the vehicle. The size of the equivalent conicity will affect the vibration response of the vehicle. The appropriate equivalent conicity is helpful to reduce the vibration of the vehicle and improve the ride comfort. The improper equivalent conicity may cause the instability of the vehicle frame and affect the driving safety. The equivalent conicity also reflects the curve negotiation capability of the vehicle. The larger equivalent conicity generally means that the vehicle has better curve negotiation performance.

[0064] The value of the equivalent conicity is affected by multiple factors. For example, the contact angle, the wheel profile and the rail profile all affect the value of the equivalent conicity. The change of these factors will cause the change of the value of the equivalent conicity, and the values of these factors are known when the equivalent conicity is measured by the track vehicle rolling vibration test bench.

[0065] The above measurement method of the wheel-rail position relationship based on the track vehicle rolling vibration test bench realizes the dynamic measurement under the simulated running condition of the track vehicle rolling vibration test bench, so that the measured displacement change is the displacement change in the actual running state. Based on the displacement change, the lateral displacement and the angle of attack of the wheel and the rail wheel are calculated, and based on the lateral displacement of the wheel and the rail wheel, the flange clearance of the wheel and the rail wheel in the movement process is calculated. When the flange clearance is greater than the preset value, the accurate equivalent conicity between the wheel and the rail wheel is calculated based on the flange clearance.

[0066] In one embodiment, the method further comprises:

[0067] S5, when the flange clearance is less than the preset value, adjusting the angle between the advancing direction of the wheel and the tangent of the center line of the rail wheel so that the flange clearance is greater than the preset value.

[0068] The flange clearance less than the preset value will cause the flange to be pressed against the rail, thereby causing safety problems. Therefore, the angle of attack between the advancing direction of the wheel and the tangent of the center line of the rail wheel needs to be adjusted so that the flange clearance is greater than the preset value, so as to ensure that safety accidents do not occur.

[0069] The adjustment of the angle of attack between the advancing direction of the wheel and the tangent of the center line of the rail wheel can be achieved by rotating the rail vehicle rolling vibration test bench. For example, the rail vehicle rolling vibration test bench is rotated to the left or right. During the rotation of the rail vehicle rolling vibration test bench, the flange gap is calculated in real time so as to stop the rotation of the rail vehicle rolling vibration test bench when the flange gap is less than the preset value.

[0070] In this embodiment, by adjusting the angle of attack between the advancing direction of the wheel and the tangent of the center line of the rail wheel when the flange gap is less than the preset value, the flange gap is greater than the preset value, so that the flange of the wheel and the rail of the rail wheel are prevented from being extruded, thereby avoiding safety problems.

[0071] In one embodiment, the calculation process of the included angle is as follows:

[0072] According to the displacement change amount measured by the displacement sensor installed on the outer side of the wheel, the wheel deflection angle of the wheel during movement is calculated;

[0073] According to the displacement change amount measured by the displacement sensor installed on the outer side of the rail wheel, the rail wheel deflection angle of the rail wheel during movement is calculated;

[0074] Based on the difference between the wheel deflection angle and the rail wheel deflection angle, the angle of attack of the wheel is determined;

[0075] The calculation formula of the wheel deflection angle a cL is as follows: a cL = (△D1-△D2) / A1;

[0076] The calculation formula of the rail wheel deflection angle a gL is as follows: a gL = (△D3-△D4) / A2;

[0077] The calculation formula of the included angle A L is as follows: A L = a cL -a gL ;

[0078] △D1 is the displacement change amount measured by the displacement sensor installed on the front end of the outer side of the wheel, △D2 is the displacement change amount measured by the displacement sensor installed on the rear end of the outer side of the wheel, △D3 is the displacement change amount measured by the displacement sensor installed on the front end of the outer side of the rail wheel, △D4 is the displacement change amount measured by the displacement sensor installed on the rear end of the outer side of the rail wheel, A1 is the distance between the displacement sensors at the two ends of the wheel, and A2 is the distance between the displacement sensors at the two ends of the rail wheel.

[0079] The wheel deflection angle is the included angle between the wheel axis and the track wheel longitudinal center line, and can reflect the lateral deflection degree of the wheel relative to the track direction during operation. The track wheel deflection angle is the included angle between the track wheel axis and the vehicle forward direction, and can reflect the lateral deflection degree of the track wheel when simulating the track irregularity.

[0080] Since the track vehicle rolling vibration test bench has wheels and track wheels on both sides, the wheel deflection angles of the wheels on both sides during operation and the track wheel deflection angles of the track wheels on both sides during operation are calculated. Specifically, the wheel deflection angle of the left wheel during operation is calculated according to the displacement change measured by the displacement sensor installed at both ends of the left wheel, the wheel deflection angle of the right wheel during operation is calculated according to the displacement change measured by the displacement sensor installed at both ends of the right wheel, the track wheel deflection angle of the left track wheel during operation is calculated according to the displacement change measured by the displacement sensor installed at both ends of the left track wheel, and the track wheel deflection angle of the right track wheel during operation is calculated according to the displacement change measured by the displacement sensor installed at both ends of the right track wheel.

[0081] The forward direction of the wheel is the running direction of the vehicle simulated by the track vehicle rolling vibration test bench. The angle of attack can also be understood as the included angle between the forward direction and the radial direction of the track curve. The schematic diagram of the angle of attack is shown in Figure 4 , where a is the angle of attack.

[0082] The reason for the angle of attack is the influence of the primary positioning stiffness of the track vehicle bogie on the wheel posture. Specifically, on a straight or curved track, although there is no original radial included angle in theory, if the bogie is affected by the rotation torque and the positioning stiffness of the axle box, etc., the front and rear wheelsets will produce the same direction and size of the angle of attack. The size of the angle of attack is related to the primary lateral positioning stiffness, and the larger the stiffness, the smaller the angle of attack, and is irrelevant to the primary longitudinal positioning stiffness. On a curved track, the lateral displacement of the wheelset is not zero, the front wheelset deviates to the outer rail, and the rear wheelset deviates to the inner rail, and the size of the angle of attack is related to factors such as contact stiffness, lateral creep coefficient and radius. Therefore, the dynamic measurement of the angle of attack has an important influence on the wheel-rail contact state. If the angle of attack is too large, it may lead to a decrease in vehicle stability and increase the risk of derailment. Therefore, when designing and manufacturing track vehicles, the influence of the angle of attack should be fully considered, and the structure and parameters of the vehicle should be optimized to ensure that the vehicle can maintain a stable running state under various track conditions.

[0083] In this embodiment, the wheel deflection angle in the movement process is calculated according to the displacement change amount measured by the displacement sensors installed at the two ends of the outer side of the wheel, the track wheel deflection angle in the movement process is calculated according to the displacement change amount measured by the displacement sensors installed at the two ends of the outer side of the track wheel, and the angle of attack between the advancing direction of the wheel and the tangent of the center line of the track wheel is determined based on the difference between the wheel deflection angle and the track wheel deflection angle. In this way, the angle of attack can be measured by the track vehicle rolling vibration test bench, and the dynamic performance of the track vehicle bogie can be evaluated according to the dynamic change of the included angle, and the running performance of the vehicle can be evaluated according to the change of the angle of attack in a micro sense.

[0084] In one embodiment, step S2 comprises:

[0085] The calculation formula of the lateral displacement Dc of the wheel is: Dc=(△D1+△D2) / 2;

[0086] The calculation formula of the lateral displacement Dg of the track wheel is: Dg=(△D3+△D4) / 2;

[0087] Wherein, △D1 is the displacement change amount measured by the displacement sensor installed at the front end of the outer side of the wheel, △D2 is the displacement change amount measured by the displacement sensor installed at the rear end of the outer side of the wheel, △D3 is the displacement change amount measured by the displacement sensor installed at the front end of the outer side of the track wheel, and △D4 is the displacement change amount measured by the displacement sensor installed at the rear end of the outer side of the track wheel.

[0088] Wherein, since the track vehicle rolling vibration test bench has wheels and track wheels on both sides, the lateral displacement of the wheels on both sides and the lateral displacement of the track wheels on both sides are calculated. Specifically, when calculating the lateral displacement Dc of the left wheel, the △D1 used is the displacement change amount measured by the displacement sensor installed at the front end of the left wheel, and the △D2 used is the displacement change amount measured by the displacement sensor installed at the rear end of the left wheel; when calculating the lateral displacement Dc of the right wheel, the △D1 used is the displacement change amount measured by the displacement sensor installed at the front end of the right wheel, and the △D2 used is the displacement change amount measured by the displacement sensor installed at the rear end of the right wheel; when calculating the lateral displacement Dg of the left track wheel, the △D3 used is the displacement change amount measured by the displacement sensor installed at the front end of the left track wheel, and the △D4 used is the displacement change amount measured by the displacement sensor installed at the rear end of the left track wheel; when calculating the lateral displacement Dg of the right track wheel, the △D3 used is the displacement change amount measured by the displacement sensor installed at the front end of the right track wheel, and the △D4 used is the displacement change amount measured by the displacement sensor installed at the rear end of the right track wheel.

[0089] In this embodiment, the lateral displacement of the wheel is calculated by using Dc=(△D1+△D2) / 2, and the lateral displacement of the rail wheel is calculated by using Dg=(△D3+△D4) / 2, so as to improve the robustness and accuracy of the lateral displacement measurement, and avoid misjudgment caused by local disturbance.

[0090] In one embodiment, step S3 comprises:

[0091] measuring the initial flange gap of the wheel and the rail wheel before movement;

[0092] calculating the flange gap of the wheel and the rail wheel during movement based on the respective lateral displacement of the wheel and the rail wheel and the initial flange gap;

[0093] wherein the flange gap J X is calculated by the formula: J X =J+Dc-Dg; J is the initial gap, Dc is the lateral displacement of the wheel, and Dg is the lateral displacement of the rail wheel.

[0094] wherein the initial flange gap is the gap between the inner side of the rail wheel and the outer side of the wheel flange before movement. Since the rolling vibration test bench for rail vehicles has wheels and rail wheels on both sides, the initial flange gaps of the wheels and the rail wheels on both sides before movement are measured respectively. The initial flange gaps on both sides can be measured manually using a vernier caliper or measured using a displacement sensor. Specifically, when the flange gap of the wheel and the rail wheel on the left during movement is calculated by the formula J X =J+Dc-Dg, J is the initial flange gap of the wheel and the rail wheel on the left before movement, Dc is the lateral displacement of the wheel on the left, and Dg is the lateral displacement of the rail wheel on the left; when the flange gap of the wheel and the rail wheel on the right during movement is calculated by the formula J X =J+Dc-Dg, J is the initial flange gap of the wheel and the rail wheel on the right before movement, Dc is the lateral displacement of the wheel on the right, and Dg is the lateral displacement of the rail wheel on the right. The schematic diagram of the flange gap is shown in Figure 5 .

[0095] When the flange gap approaches 0, it can be determined that the inner side of the rail wheel is in direct contact with the outer side of the wheel flange. In a real scenario, it is necessary to note that the instantaneous contact between the inner side of the rail wheel and the outer side of the wheel flange is allowed.

[0096] In some embodiments, the flange gap of the wheel and the rail wheel during movement is calculated at multiple time nodes to obtain multiple flange gaps; and a change curve of the flange gap is generated based on the multiple flange gaps and the time nodes of each flange gap, so as to evaluate the flange wear condition through the change curve of the flange gap.

[0097] In the embodiment, the wheel flange gap during movement of the wheel and the rail wheel is calculated based on the initial wheel flange gap before movement of the wheel and the rail wheel, and the lateral displacement of the wheel and the rail wheel, so that the initial wheel flange gap and the lateral displacement during movement are combined to realize high-precision calculation of the wheel flange gap.

[0098] In one embodiment, step S4 comprises:

[0099] obtaining a first rolling circle diameter D cL of the left wheel at the wheel-rail contact point cR ;

[0100] calculating an equivalent conicity based on the first rolling circle diameter D cL , the second rolling circle diameter D cR , and the wheel flange gap Jx;

[0101] The calculation formula of the equivalent conicity γ0 is: γ0= (D cL -D cR ) / (2 * Jx).

[0102] The first rolling circle diameter refers to the wheel diameter at the actual contact point of the left wheel and the rail wheel. The second rolling circle diameter refers to the wheel diameter at the actual contact point of the right wheel and the rail wheel. The wheel-rail contact point is the actual contact point of the wheel and the rail wheel. Under the action of vehicle load and movement, the wheel will deform, so the diameter of the wheel needs to be measured again.

[0103] Since the wheel-rail contact point of the wheel and the rail wheel is not fixed during movement, it is not possible to know in advance where to install a sensor to directly measure the diameter, so the diameter of the wheel needs to be measured indirectly. Specifically, in the state of relative static or low-speed rolling of the wheel and the rail wheel, the initial wheel flange gap between the left wheel and the left rail wheel and the initial wheel flange gap between the right wheel and the right rail wheel are measured; the wheel tread profile function r(y) is obtained, where y is the lateral position coordinate of the wheel, and r(y) represents the corresponding wheel radius at the lateral position y; based on the initial wheel flange gap on the left side and the initial wheel flange gap on the right side, the known geometric center distance of the rail wheel and the inside distance of the wheel assembly are combined to calculate the actual lateral offset of the left wheel relative to the rail wheel and the actual lateral offset of the right wheel relative to the rail wheel; the lateral offset on the left side and the lateral offset on the right side are substituted into the tread profile function r(y) respectively to obtain the radius of the first rolling circle of the left wheel at the wheel-rail contact point and the radius of the second rolling circle of the right wheel at the wheel-rail contact point; the rolling radii are multiplied by 2 to obtain the first rolling circle diameter of the left wheel at the wheel-rail contact point and the second rolling circle diameter of the right wheel at the wheel-rail contact point.

[0104] In this embodiment, by acquiring the first rolling circle diameter D cL and the second rolling circle diameter D cR of the left and right wheels at the wheel-rail contact point, calculating the equivalent conicity based on the first rolling circle diameter D cL , the second rolling circle diameter D cR and the flange gap Jx, the "idealized deviation" caused by using standard tread data can be avoided, and the authenticity and engineering reliability of the equivalent conicity calculation can be significantly improved.

[0105] In one embodiment, step S1 is preceded by:

[0106] placing a calibration plate in the laser emission direction of the displacement sensor; the surface of the calibration plate is perpendicular to the laser beam emission direction of the displacement sensor;

[0107] after the displacement sensor measures the distance value between the calibration plate and the displacement sensor, the displacement value is cleared.

[0108] The displacement sensor can be a laser displacement sensor. The number of displacement sensors is multiple. When calibrating each displacement sensor, a calibration plate can be placed in the laser emission direction of each displacement sensor, or one calibration plate can be placed in the laser emission direction of each displacement sensor in turn, and each displacement sensor can be calibrated in turn.

[0109] The distance between the calibration plate and the displacement sensor is a preset distance. When the displacement sensor measures the distance value between the calibration plate and the displacement sensor as the preset distance, the displacement value displayed by the displacement sensor is cleared, thereby realizing calibration of the displacement sensor.

[0110] In one specific application, the calibration plate is placed on one side of the laser emission direction of each displacement sensor, and the calibration plate is 300 mm away from the displacement sensor. The displacement sensor is cleared, and the measurement zero point of each displacement sensor is determined, that is, the measurement reference value of each displacement sensor is ensured to be consistent, and the distance between each displacement sensor and the measurement point is the displacement relative to the same measurement reference value. During measurement, after the displacement sensor is cleared and the zero point is confirmed, all displacement sensors measure based on this common measurement reference value, which means that the distance value measured by each displacement sensor at this time is the displacement change amount relative to the measurement reference value, so that the wheel camber and the track camber can be calculated by the measured displacement change amount.

[0111] In this embodiment, by placing the calibration plate in the laser emission direction of the displacement sensor, and the surface of the calibration plate being perpendicular to the laser beam emission direction of the displacement sensor, the displacement value is zeroed after the displacement sensor measures the distance between the calibration plate and the displacement sensor. This ensures that the displacement changes measured by the displacement sensor are all accurate values.

[0112] In a specific application, such as Figure 6 As shown, the wheel-rail position relationship measurement system based on the rolling vibration test bench for rail vehicles includes multiple laser displacement sensors and a displacement sensor mounting bracket adjustment system. It can also be easily replicated and expanded to measure wheel-rail position relationships for 2-axis, 3-axis, and even the entire vehicle.

[0113] When the locomotive wheels land on the rail wheels, the vehicle is first longitudinally positioned so that the bogie wheelsets are directly above the rail wheels. Displacement sensors are installed at the front and rear ends of the wheels and rail wheels. During installation, approximately 20mm of displacement is allowed based on the vertical vibration displacement amplitude of the wheels and rail wheels to prevent the laser target of the displacement sensor from detaching from the wheel rim. The left sensor mounting base 1 and the right sensor mounting base 6 are respectively installed on the walkways on both sides of the rolling vibration test bench. These walkways do not contact the excitation unit of the rolling vibration test bench to avoid secondary vibrations during operation that could affect the measurement results.

[0114] Adjust the width and height between the displacement sensors to ensure that the displacement sensors in the wheels and the track wheels are at the same height. The distance between the displacement sensors at both ends of the wheels is a first preset distance, and the distance between the displacement sensors at both ends of the track wheels is a second preset distance. A schematic diagram of the test fixture and displacement sensor installation is shown below. Figure 7 As shown.

[0115] To accurately measure the displacement changes of the track wheel and the main wheel, and to prepare for steady-state angle-of-attack adjustment, the displacement sensor needs to be calibrated. A calibration diagram is shown below. Figure 8 As shown, a vertical calibration plate 11 is placed in the slot of the mounting plate in front of the optical path of the displacement sensor 12. Simultaneously, the displacement sensor 12 is zeroed, and then the calibration plate 11 is removed. The displacement changes and angle of attack of the wheel and track wheel during their respective movements are measured. Driven by the drive mechanism, the track wheel runs at a low speed of 2-5 km / h, and the angle of attack and flange clearance between the wheel and track wheel are calculated in real time. When the flange clearance is less than a preset value, the angle of attack between the wheel's forward direction and the tangent of the track wheel's centerline is adjusted to make the flange clearance greater than the preset value, ensuring that the flange clearances on both sides are essentially consistent. When the flange clearance is greater than the preset value, the equivalent taper between the wheel and track wheel is calculated based on the flange clearance to evaluate the vehicle's operating performance.

[0116] It should be understood that although the steps in the flowcharts involved in the above-described embodiments are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of the steps is not strictly limited in sequence, and the steps can be executed in other sequences. Moreover, at least some of the steps in the flowcharts involved in the above-described embodiments can include multiple steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of the steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least part of other steps or steps or stages in other steps.

[0117] Based on the same inventive concept, the embodiments of the present application also provide a measurement system for measuring the position relationship between the wheel and the rail of the rolling vibration test bed of the rail vehicle. The problem-solving implementation scheme provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more measurement system embodiments for measuring the position relationship between the wheel and the rail of the rolling vibration test bed of the rail vehicle provided below can be referred to the limitations for measuring the position relationship between the wheel and the rail of the rolling vibration test bed of the rail vehicle in the above, which will not be repeated here.

[0118] In one embodiment, a measurement system for measuring the position relationship between the wheel and the rail of the rolling vibration test bed of the rail vehicle is provided, the rolling vibration test bed of the rail vehicle is

[0119] The rolling vibration test bed of the rail vehicle is provided with a rail wheel simulating the state of the line and a wheel in contact with the rail wheel, the profile of the rail wheel is consistent with the shape of the actual rail, and the profile of the wheel is consistent with the profile of the actual wheel, and the rail wheel moves under the driving of the driving mechanism and the excitation system; displacement sensors are installed on both sides of the wheel and the rail wheel, the displacement sensors in the wheel are consistent in height, and the displacement sensors in the rail wheel are consistent in height, characterized in that the system comprises:

[0120] A data measurement module is configured to measure the displacement change of the wheel and the rail wheel during movement;

[0121] A displacement calculation module is configured to calculate the lateral displacement and the angle of attack of the wheel and the rail wheel based on the displacement change;

[0122] A gap calculation module is configured to calculate the flange gap between the wheel and the rail wheel during movement based on the lateral displacement of the wheel and the rail wheel;

[0123] An equivalent taper calculation module is configured to calculate the equivalent taper between the wheel and the rail wheel based on the flange gap when the flange gap is greater than a preset value.

[0124] Each module in the wheel-rail position relationship measurement system based on the rolling vibration test bench of the rail vehicle can be implemented by software, hardware, or a combination thereof, in whole or in part. Each module can be embedded in or independent of a processor in a computer device in hardware form, or can be stored in a memory in a computer device in software form, so that the processor invokes and executes the operations corresponding to each module.

[0125] In one embodiment, a computer device, which can be a server, is provided, and an internal structure diagram of the computer device can be as shown in FIG. 1. Figure 9 The computer device includes a processor, a memory, and a network interface connected by a system bus. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store a displacement change amount, a lateral displacement, a flange gap, and an equivalent taper. The network interface of the computer device is configured to communicate with a terminal outside through a network connection. The computer program, when executed by the processor, implements a wheel-rail position relationship measurement method based on a rolling vibration test bench of a rail vehicle.

[0126] Those skilled in the art can understand that Figure 9 The structure shown in FIG. 1 is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. A specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0127] In one embodiment, a computer device is also provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in each method embodiment.

[0128] In one embodiment, a computer readable storage medium is provided, which stores a computer program. The computer program, when executed by a processor, implements the steps in each method embodiment.

[0129] In one embodiment, a computer program product is provided, including a computer program. The computer program, when executed by a processor, implements the steps in each method embodiment.

[0130] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.

[0131] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.

[0132] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A method for measuring the position relationship between a wheel and a rail of a rolling vibration test bench for a railway vehicle, the rolling vibration test bench being provided with a rail wheel simulating a track condition and a wheel in contact with the rail wheel, the profile of the rail wheel being consistent with the shape of an actual rail, the profile of the wheel being consistent with the profile of an actual wheel, the rail wheel being driven to move by a driving mechanism and a vibration excitation system; displacement sensors being installed on both sides of the wheel and the rail wheel, the displacement sensors in the wheel being consistent in height, the displacement sensors in the rail wheel being consistent in height, characterized in that, The method comprises: S1, measuring the displacement change of the wheel and the rail wheel in the movement process respectively; S2, based on the displacement change, calculating the lateral displacement and the angle of attack of the wheel and the rail wheel respectively; S3, based on the lateral displacement of the wheel and the rail wheel respectively, calculating the flange gap of the wheel and the rail wheel in the movement process; S4, when the flange gap is greater than a preset value, based on the flange gap, calculating the equivalent taper between the wheel and the rail wheel.

2. The method of claim 1, wherein, The method further comprises: S5, when the flange gap is less than the preset value, adjusting the forward direction of the wheel and the angle of attack of the rail wheel to make the flange gap greater than the preset value.

3. The method according to claim 1 or 2, characterized in that, The calculation process of the angle of attack is: According to the displacement change measured by the displacement sensor installed outside the wheel, the wheel deflection angle of the wheel in the movement process is calculated; According to the displacement change measured by the displacement sensor installed outside the rail wheel, the rail wheel deflection angle of the rail wheel in the movement process is calculated; Based on the difference between the wheel deflection angle and the rail wheel deflection angle, the forward direction of the wheel and the angle of attack of the rail wheel are determined; The wheel angle a cL The calculation formula is: cL = (△D1-△D2) / A1; The track wheel deflection angle a gL The calculation formula is: gL = (△D3-△D4) / A2; The included angle A L The calculation formula is: A L = a cL — a gL ; △D1 is the displacement change measured by the displacement sensor installed at the front end of the wheel outside, △D2 is the displacement change measured by the displacement sensor installed at the rear end of the wheel outside, △D3 is the displacement change measured by the displacement sensor installed at the front end of the rail wheel outside, and △D4 is the displacement change measured by the displacement sensor installed at the rear end of the rail wheel outside. A1 is the distance between the displacement sensors at both ends of the wheel, and A2 is the distance between the displacement sensors at both ends of the rail wheel.

4. The method of claim 1, wherein, Step S2 comprises: The calculation formula of the lateral displacement Dc of the wheel is: Dc=(△D1+△D2) / 2; The calculation formula of the lateral displacement Dg of the rail wheel is: Dg=(△D3+△D4) / 2; Wherein, △D1 is the displacement change measured by the displacement sensor installed at the front end of the wheel outside, △D2 is the displacement change measured by the displacement sensor installed at the rear end of the wheel outside, △D3 is the displacement change measured by the displacement sensor installed at the front end of the rail wheel outside, and △D4 is the displacement change measured by the displacement sensor installed at the rear end of the rail wheel outside.

5. The method of claim 1, wherein, Step S3 comprises: Measuring the initial flange gap of the wheel and the rail wheel before movement; Based on the lateral displacement of the wheel and the rail wheel respectively, the initial flange gap, the flange gap of the wheel and the rail wheel in the movement process is calculated; Wherein, the wheel flange gap J X The calculation formula is: J X =J+Dc-Dg; J is the initial gap, Dc is the lateral displacement of the wheel, and Dg is the lateral displacement of the rail wheel.

6. The method of claim 1, wherein, Step S4 comprises: obtaining a first rolling circle diameter D of the left wheel at the wheel-rail contact point cL and a second rolling circle diameter D of the right wheel at the wheel-rail contact point cR ; based on the first rolling circle diameter D cL , the second rolling circle diameter D cR , and the rim gap Jx, an equivalent taper is calculated; The calculation formula of the equivalent taper γ0 is: γ0= (D cL -D cR ) / (2*Jx).

7. The method of claim 1, wherein, Before step S1, it comprises: Place the calibration plate in the laser emission direction of the displacement sensor; the surface of the calibration plate is perpendicular to the laser beam emission direction of the displacement sensor; After the displacement sensor measures the distance value between the calibration plate and the displacement sensor, the displacement value is cleared.

8. A wheel-rail position relationship measurement system based on a track vehicle rolling vibration test bench, the track vehicle rolling vibration test bench being provided with a track wheel simulating a line state and a wheel in contact with the track wheel, a profile of the track wheel being consistent with a shape of an actual track, a profile of the wheel being consistent with a profile of an actual wheel, the track wheel being moved under driving of a driving mechanism and a vibration excitation system; displacement sensors being installed on both sides of the wheel and the track wheel, the displacement sensors in the wheel being consistent in height, the displacement sensors in the track wheel being consistent in height, characterized in that, The system comprises: A data measurement module for measuring the displacement change of the wheel and the rail wheel in the movement process respectively; a displacement calculation module configured to calculate a lateral displacement and a plunge angle of each of the wheel and the rail based on the displacement variation; a gap calculation module configured to calculate a flange gap between the wheel and the rail during movement based on the lateral displacement of each of the wheel and the rail; an equivalent taper calculation module configured to calculate an equivalent taper between the wheel and the rail based on the flange gap when the flange gap is greater than a preset value. 9.A computer device, comprising a memory and a processor, wherein the memory stores a computer program, and the computer device is configured to perform the method according to any one of claims 1-8 when the computer program is executed by the processor. The processor implements the steps of the method of any one of claims 1 to 7 when executing the computer program.

10. A computer readable storage medium characterized by The computer program is stored in the computer readable medium and is executed by the processor to implement the steps of the method of any one of claims 1 to 7.

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