Railway vehicle rolling vibration test bench-based wheel-rail position relationship measurement method, system, computer device and medium

Abstract

The application relates to a wheel-rail position relationship measurement method and system based on a rolling vibration test bench of a rail vehicle, computer equipment and a medium. The method comprises the following steps: S1, measuring displacement variation of each of a wheel and a rail in a movement process; S2, calculating lateral displacement and a plunge angle of each of the wheel and the rail based on the displacement variation; S3, calculating a flange gap of the wheel and the rail in the movement process based on the lateral displacement of each of the wheel and the rail; and S4, when the flange gap is greater than a preset value, calculating equivalent taper between the wheel and the rail based on the flange gap. The method can accurately measure the wheel-rail position relationship through the rolling vibration test bench of the rail vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle parameter measurement technology, and in particular to a method, system, computer equipment, and medium for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles. Background Technology

[0002] Equivalent taper and angle of attack are important concepts in the field of rail vehicles, serving as crucial indicators for evaluating the geometric state of wheel-rail contact. They significantly impact train stability, vibration response, and vehicle frame instability. Simply put, equivalent taper is defined as the ratio of half the difference in rolling circle radii between the left and right wheels to the lateral displacement of the wheelset. Equivalent taper reflects the changing characteristics of the wheel tread during lateral movement, directly affecting the vehicle's lateral stability. The magnitude of the equivalent taper affects the vehicle's vibration response. Appropriate equivalent taper helps reduce vehicle vibration and improve ride comfort. Inappropriate equivalent taper may lead to vehicle frame instability, affecting driving safety. However, in actual vehicle motion scenarios, conducting microscopic studies of wheel-rail contact is practically impossible, and accurately measuring equivalent taper in real-world scenarios is also unrealistic. Furthermore, real-time angle of attack measurement provides a basis for microscopic studies of locomotive and rolling stock dynamics. Summary of the Invention

[0003] Therefore, it is necessary to provide a method, system, computer equipment, and medium for measuring wheel-rail position relationship based on a rolling vibration test bench for rail vehicles, which can accurately measure the wheel-rail position relationship, in order to address the above-mentioned technical problems.

[0004] A method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles. The test bench is equipped with a track wheel simulating a track condition and a test vehicle wheel in contact with the track wheel. The profile of the track wheel matches the shape of an actual track, and the profile of the test vehicle wheel matches the profile of an actual wheel. 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 and the track wheel are at the same height. The method includes:

[0005] S1. Measure the displacement changes of the wheel and the track wheel during the motion process;

[0006] S2. Based on the displacement change, calculate the lateral displacement and angle of attack of the wheel and the track wheel respectively;

[0007] S3. Based on the lateral displacement of the wheel and the track wheel, calculate the flange clearance of the wheel and the track wheel during the movement;

[0008] S4. When the flange gap is greater than a preset value, calculate the equivalent taper between the wheel and the track wheel based on the flange gap.

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

[0010] Preferably, if the initial flange gap between the inner side of the track wheel and the outer side of the wheel flange is zero before the movement begins, then the flange gap is the difference between the lateral displacement of the wheel and the lateral displacement of the track wheel.

[0011] In one embodiment, the method further includes:

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

[0013] In one embodiment, the calculation process for the angle of attack is as follows:

[0014] The wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outer side of the wheel.

[0015] The track wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outside of the track wheel;

[0016] Based on the difference between the wheel deflection angle and the track wheel deflection angle, the forward direction of the wheel and the angle of attack of the track wheel are determined.

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

[0018] The track wheel deflection angle α gL The calculation formula is: a gL =(△D3-△D4) / A2;

[0019] The included angle A L The calculation formula 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 formula for calculating the equivalent taper γ0 is: γ0 = (D cL -D cR ) / (2*Jx)。

[0033] In one embodiment, step S1 is preceded by:

[0034] The calibration plate is positioned in the direction of the laser emission of the displacement sensor; the surface of the calibration plate is perpendicular to the direction of the laser beam emission of the displacement sensor.

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

[0036] A measurement system for wheel-rail position relationship based on a rolling vibration test bench for rail vehicles is disclosed. The test bench is equipped with a track wheel simulating a track condition and a wheel in contact with the track wheel. The profile of the track wheel matches the shape of the actual track, and the profile of the wheel matches the profile of the actual wheel. 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 and the track wheel are at the same height. The system includes:

[0037] The data measurement module is used to measure the displacement changes of the wheel and the track wheel during the motion process.

[0038] The displacement calculation module is used to calculate the lateral displacement and angle of attack of the wheel and the track wheel respectively based on the displacement change.

[0039] The clearance calculation module is used to calculate the flange clearance between the wheel and the track wheel during the movement based on the lateral displacement of each of the wheel and the track wheel.

[0040] The equivalent taper calculation module is used to calculate the equivalent taper between the wheel and the track wheel based on the wheel flange gap when the flange gap is greater than a preset value.

[0041] A computer device includes a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the method described above.

[0042] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0043] The aforementioned method, system, computer equipment, and medium for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles measure the displacement changes of the wheels and rails during their respective movements using displacement sensors installed in the wheels and rails on the rolling vibration test bench. This achieves dynamic measurement under simulated operating conditions, ensuring that the measured displacement changes are consistent with actual operating conditions. Based on these displacement changes, the lateral displacement and angle of attack of the wheels and rails can be calculated. Furthermore, based on the lateral displacement of the wheels and rails, the flange clearance during their movement can be calculated. When the flange clearance exceeds a preset value, the equivalent taper between the wheels and rails can be accurately calculated based on the flange clearance. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of a rolling vibration test bench for rail vehicles in one embodiment; Figure 2 This is a flowchart illustrating a method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles in one embodiment. Figure 3 This is a schematic diagram showing the position of the displacement sensor in one embodiment; Figure 4 This is a schematic diagram of the included angle in one embodiment; Figure 5 This is a schematic diagram of the rim clearance in one embodiment; Figure 6 This is a schematic diagram of a single transmission unit in one embodiment; Figure 7 This is a schematic diagram of the installation of a displacement sensor in one embodiment; Figure 8 This is a calibration schematic diagram in one embodiment; Figure 9 This is an internal structural diagram of a computer device in one embodiment.

[0045] Figure descriptions: 1. Left sensor mounting base; 2. Left bridge; 3. Wheel; 4. Test bench frame; 5. Right bridge; 6. Right sensor mounting base; 7. Wheel rim; 8. Rail wheel rim; 9. Rail vehicle rolling vibration test bench frame; 10. Test bench frame mounting base; 11. Calibration plate; 12. Displacement sensor. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0047] The method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles provided in this application can be applied to, for example... Figure 1 The rolling vibration test bench for rail vehicles is shown. This large-scale test device is used for experimental research on the dynamic performance of a complete rail vehicle. It uses rotating track wheels instead of infinitely long steel rails. The track wheel profile matches the shape of the actual rail, and the wheel profile matches the actual wheel profile. Each track wheel can vibrate vertically and laterally under the drive of a mechanical mechanism to simulate the unevenness of the track line and the movement of the wheel on the track. Specifically, this includes the vibration and rotation of the wheel on the track. The drive mechanism drives the track wheel to rotate, and the excitation system drives the track wheel to produce vertical and horizontal axial displacements, i.e., the excitation system drives the track wheel to vibrate. The rolling vibration test bench for rail vehicles has two wheels and track wheels on both sides. A displacement sensor is installed at both ends of each wheel on one side, and a displacement sensor is installed at both ends of each track wheel on the other side. The displacement sensors in the wheels, track wheels, and the same wheel and track wheel have the same height. D1, D2, D3, D4, D5, D6, D7, and D8 are all displacement sensors. The wheel-rail positional relationship includes the angle of attack and the equivalent taper.

[0048] In one embodiment, such as Figure 2 As shown, a method for measuring the rail position relationship based on a rolling vibration test bench for rail vehicles is provided, including the following steps:

[0049] S1. Measure the displacement changes of the wheels and track wheels during the motion process;

[0050] In this context, the track wheel is analogous to the track in a real-world scenario, while the train wheel is analogous to the entire train. Both the train wheel and the track wheel consist of a front end and a rear end. The front end is the end facing the direction of travel, and the rear end is the end facing the opposite direction.

[0051] The displacement change of the wheel during movement is measured by displacement sensors installed at both ends of the outer side of the wheel. The displacement change of the track wheel during movement is measured by displacement sensors installed at both ends of the outer side of the track wheel. A schematic diagram showing the positions of the displacement sensors in the wheel and track wheel is shown below. Figure 3 As shown.

[0052] Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, when measuring the displacement change, the displacement change of the wheels and track wheels on both sides during the movement is measured simultaneously.

[0053] S2. Based on the displacement change, calculate the lateral displacement and angle of attack of the wheel and the track wheel respectively;

[0054] The lateral displacement of a wheel refers to its average displacement in the lateral direction. The lateral displacement of a track wheel refers to its average displacement in the lateral direction.

[0055] The angle of attack is the angle between the direction of the wheel's movement and the tangent to the centerline of the track wheel.

[0056] Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, the lateral displacement calculation simultaneously calculates the lateral displacements of both wheels and track wheels. Specifically, the lateral displacement of the left wheel is calculated based on the displacement change of the left wheel, the lateral displacement of the right wheel is calculated based on the displacement change of the right wheel, the lateral displacement of the left track wheel is calculated based on the displacement change of the left track wheel, and the lateral displacement of the right track wheel is calculated based on the displacement change of the right track wheel.

[0057] S3. Based on the lateral displacement of the wheel and the track wheel, calculate the flange clearance of the wheel and the track wheel during the motion.

[0058] The flange clearance refers to the gap between the inner side of the track wheel and the outer side of the wheel flange. Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, the flange clearance of the wheels and track wheels on the same side during movement can be calculated based on their respective lateral displacements. Specifically, the flange clearance of the left wheel and track wheel during movement is calculated based on their respective lateral displacements; similarly, the flange clearance of the right wheel and track wheel during movement is calculated based on their respective lateral displacements.

[0059] Furthermore, if the initial flange gap between the inner side of the track wheel and the outer side of the wheel flange is zero before the movement begins, then the flange gap is the difference between the lateral displacement of the wheel and the lateral displacement of the track wheel.

[0060] S4. When the flange clearance is greater than the preset value, calculate the equivalent taper between the wheel and the track wheel based on the flange clearance.

[0061] The preset value is a value greater than 0. Maintaining a flange clearance greater than the preset value is a basic requirement for ensuring the safe, stable, and efficient operation of trains. If the flange clearance is less than the preset value, the flange and rail may come into contact or even be crushed, which could lead to safety problems.

[0062] Equivalent taper is an important indicator for evaluating the geometry of wheel-rail contact. It significantly impacts train stability, vibration response, and vehicle frame instability. Equivalent taper is defined as the ratio of half the difference in rolling circle diameter between the left and right wheels to the flange clearance. Under a certain lateral displacement, both non-conical and worn wheel treads can be equivalently represented as a conical tread; the taper of this equivalent conical tread is called the equivalent taper.

[0063] The equivalent taper reflects the changing characteristics of the wheel tread during lateral movement and directly affects the lateral stability of the vehicle. The magnitude of the equivalent taper affects the vehicle's vibration response. An appropriate equivalent taper helps reduce vehicle vibration and improve ride comfort. An inappropriate equivalent taper may lead to vehicle structural instability, affecting driving safety. The equivalent taper also reflects the vehicle's curve-crossing capability. A larger equivalent taper generally indicates better curve-crossing performance.

[0064] The equivalent taper value is affected by several factors. For example, the contact angle, wheel profile, and rail profile all influence the equivalent taper value. Changes in these factors will lead to changes in the equivalent taper value, and the values ​​of these factors are known when the equivalent taper is measured using a rolling vibration test bench for rail vehicles.

[0065] The aforementioned method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles measures the displacement changes of the wheels and rails during their movement using displacement sensors installed in the wheels and rails on the rolling vibration test bench. This achieves dynamic measurement under simulated operating conditions, ensuring that the measured displacement changes are consistent with actual operating conditions. Based on these displacement changes, the lateral displacement and angle of attack of the wheels and rails can be calculated. Furthermore, based on the lateral displacement of the wheels and rails, the flange clearance during movement can be calculated. When the flange clearance exceeds a preset value, the equivalent taper between the wheels and rails can be accurately calculated based on the flange clearance.

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

[0067] S5. When the wheel flange clearance is less than the preset value, adjust the angle between the wheel's forward direction and the track wheel to make the wheel flange clearance greater than the preset value.

[0068] If the flange clearance is less than the preset value, the flange will be squeezed against the rail, which will cause safety problems. Therefore, it is necessary to adjust the angle of attack between the forward direction of the wheel and the center line tangent of the rail wheel so that the flange clearance is greater than the preset value and ensures that no safety accidents will occur.

[0069] The angle of attack between the wheel's forward direction and the tangent to the centerline of the track wheel can be adjusted by rotating the track vehicle rolling vibration test bench. For example, rotating the test bench to the left or right. During the rotation of the test bench, the wheel flange clearance is calculated in real time so that the rotation of the test bench can be stopped when the wheel flange clearance is less than a preset value.

[0070] In this embodiment, when the wheel flange gap is less than a preset value, the angle of attack between the forward direction of the wheel and the center line tangent of the rail wheel is adjusted so that the wheel flange gap is greater than the preset value. This ensures that the wheel flange and the rail of the rail wheel will not be squeezed, thus preventing safety issues.

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

[0072] The wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outside of the wheel.

[0073] The track wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outside of the track wheel.

[0074] The difference between the wheel deflection angle and the track wheel deflection angle is used to determine the forward direction of the wheel and the angle of attack of the track wheel.

[0075] Wheel deflection angle a cL The calculation formula is: a cL =(△D1-△D2) / A1;

[0076] track wheel deflection angle α gL The calculation formula is: a gL =(△D3-△D4) / A2;

[0077] Angle A L The calculation formula is: A L =a cL —a gL ;

[0078] △D1 is the displacement change measured by the displacement sensor installed at the front of the outer side of the wheel; △D2 is the displacement change measured by the displacement sensor installed at the rear of the outer side of the wheel; △D3 is the displacement change measured by the displacement sensor installed at the front of the outer side of the track wheel; △D4 is the displacement change measured by the displacement sensor installed at the rear of the outer side of the track wheel; A1 is the distance between the displacement sensors at both ends of the wheel; A2 is the distance between the displacement sensors at both ends of the track wheel.

[0079] The wheel deflection angle is the angle between the wheel axle and the longitudinal centerline of the track wheel. It reflects the degree of lateral deflection of the wheel relative to the track direction during operation. The track wheel deflection angle is the angle between the track wheel axle and the vehicle's direction of travel. It reflects the degree of lateral deflection of the track wheel when simulating uneven track conditions.

[0080] Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, the wheel deflection angles of the wheels and track wheels during their movement are calculated. Specifically, the wheel deflection angle of the left wheel is calculated based on the displacement changes measured by the displacement sensors installed at both ends of the left wheel; the wheel deflection angle of the right wheel is calculated based on the displacement changes measured by the displacement sensors installed at both ends of the right wheel; similarly, the track wheel deflection angle of the left track wheel is calculated based on the displacement changes measured by the displacement sensors installed at both ends of the left track wheel; and the track wheel deflection angle of the right track wheel is calculated based on the displacement changes measured by the displacement sensors installed at both ends of the right track wheel.

[0081] The forward direction of the wheels is the simulated direction of vehicle movement on the rolling vibration test bench for rail vehicles. The angle of attack can also be understood as the angle between the forward direction and the radial direction of the track curve. A schematic diagram of the angle of attack is shown below. Figure 4 As shown, 'a' is the angle of attack.

[0082] The angle of attack arises from the influence of the primary positioning stiffness of the bogie on the wheel attitude. Specifically, on straight or curved tracks, although theoretically there is no original radial angle, if the frame is subjected to rotational torque and the positioning stiffness of the axle boxes, the front and rear wheelsets will generate an angle of attack of the same direction and magnitude. The magnitude of the angle of attack is related to the primary lateral positioning stiffness; the greater the stiffness, the smaller the angle of attack, and it is independent of the primary longitudinal positioning stiffness. On curved tracks, the lateral displacement of the wheelsets is not zero; the front wheelset deflects towards the outer rail, and the rear wheelset deflects towards the inner rail. The magnitude 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 a significant impact 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 rail vehicles, it is necessary to fully consider the influence of the angle of attack and optimize the vehicle structure and parameters to ensure that the vehicle maintains a stable running state under various track conditions.

[0083] In this embodiment, the wheel deflection angle during the movement of the wheel is calculated based on the displacement change measured by displacement sensors installed at both ends of the outer side of the wheel. Similarly, the track wheel deflection angle during the movement of the track wheel is calculated based on the displacement change measured by displacement sensors installed at both ends of the outer side of the track wheel. Based on the difference between the wheel deflection angle and the track wheel deflection angle, the angle of attack between the forward direction of the wheel and the tangent of the centerline of the track wheel is determined. This allows the angle of attack to be measured using a rolling vibration test bench for rail vehicles. Furthermore, the dynamic performance of the rail vehicle bogie can be evaluated based on the dynamic change of the angle, and the vehicle's running performance can be assessed at a microscopic level based on the change in the angle of attack.

[0084] In one embodiment, step S2 includes:

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

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

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

[0088] Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, the lateral displacements of the wheels and track wheels on both sides are calculated. Specifically, when calculating the lateral displacement Dc of the left wheel, ΔD1 is the displacement change measured by the displacement sensor installed at the front end of the left wheel, and ΔD2 is the displacement change measured by the displacement sensor installed at the rear end of the left wheel; when calculating the lateral displacement Dc of the right wheel, ΔD1 is the displacement change measured by the displacement sensor installed at the front end of the right wheel, and ΔD2 is the displacement change 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, ΔD3 is the displacement change measured by the displacement sensor installed at the front end of the left track wheel, and ΔD4 is the displacement change 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, ΔD3 is the displacement change measured by the displacement sensor installed at the front end of the right track wheel, and ΔD4 is the displacement change 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 track wheel is calculated by using Dg=(△D3+△D4) / 2. This improves the robustness and accuracy of the lateral displacement measurement and avoids misjudgment due to local disturbances.

[0090] In one embodiment, step S3 includes:

[0091] Measure the initial flange clearance between the wheel and the track wheel before movement;

[0092] 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 motion process;

[0093] Among them, 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.

[0094] The initial flange clearance is the gap between the inner side of the track wheel and the outer side of the wheel flange before movement begins. Since the rolling vibration test bench for rail vehicles has wheels and track wheels on both sides, the initial flange clearances of the wheels and track wheels on both sides are measured separately before movement. The initial flange clearances on both sides can be measured manually using vernier calipers or using a displacement sensor. Specifically, when using formula J... X When calculating the flange clearance between the left wheel and the track wheel during movement using the formula J + Dc - Dg, J is the initial flange clearance before movement, Dc is the lateral displacement of the left wheel, and Dg is the lateral displacement of the left track wheel. X When calculating the flange clearance between the right-side wheel and the track wheel during movement, J = J + Dc - Dg, where J is the initial flange clearance before movement, Dc is the lateral displacement of the right-side wheel, and Dg is the lateral displacement of the right-side track wheel. A schematic diagram of the flange clearance is shown below. Figure 5 As shown.

[0095] When the flange clearance is close to zero, it can be determined that the inner side of the track wheel is in direct contact with the outer side of the wheel flange. In real-world scenarios, it should be noted that momentary contact between the inner side of the track wheel and the outer side of the wheel flange is permissible.

[0096] In some embodiments, the flange clearance between the wheel and the track wheel during the movement is calculated at multiple time points to obtain multiple flange clearances; based on the multiple flange clearances and the time point of each flange clearance, a flange clearance variation curve is generated to evaluate the flange wear through the flange clearance variation curve.

[0097] In this embodiment, by measuring the initial flange gap between the wheel and the track wheel before movement, and based on the lateral displacement of the wheel and the track wheel and the initial flange gap, the flange gap between the wheel and the track wheel during movement is calculated. This allows for high-precision calculation of the flange gap by combining the initial flange gap and the lateral displacement generated during movement.

[0098] In one embodiment, step S4 includes:

[0099] Obtain the diameter D of the first rolling circle of the left wheel at the wheel-rail contact point. cL The second rolling circle diameter D of the right wheel at the wheel-rail contact point cR ;

[0100] Based on the first rolling circle diameter D cL The diameter of the second rolling circle, D cR Given the flange clearance Jx, calculate the equivalent taper;

[0101] The formula for calculating the equivalent taper 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 between the left wheel and the rail wheel. The second rolling circle diameter refers to the wheel diameter at the actual contact point between the right wheel and the rail wheel. The wheel-rail contact point is the actual point of contact between the wheel and the rail wheel. Under vehicle load and movement, the wheel will deform, therefore it is necessary to remeasure the wheel diameter.

[0103] Since the contact point between the wheel and the rail is not fixed during movement, it is impossible to know in advance where to install the sensor to directly measure the diameter. Therefore, it is necessary to measure the diameter of the wheel indirectly. Specifically, with the wheel and track wheel relatively stationary or rolling at low speed, the initial flange clearance between the left wheel and the left track wheel, and the initial flange clearance between the right wheel and the right track 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 wheel radius corresponding to that lateral position y; based on the initial flange clearances on the left and right, combined with the known geometric center distance of the track wheel and the inner distance of the wheel assembly, the actual lateral offset of the left wheel relative to the track wheel and the actual lateral offset of the right wheel relative to the track wheel are calculated; the lateral offsets on the left and right 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 radius is multiplied by 2 to obtain the diameter of the first rolling circle of the left wheel at the wheel-rail contact point and the diameter of the second rolling circle of the right wheel at the wheel-rail contact point.

[0104] In this embodiment, the first rolling circle diameter D of the left wheel at the wheel-rail contact point is obtained. cL The 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 diameter of the second rolling circle, D cR The equivalent taper is calculated by taking the wheel flange clearance Jx as an example. This avoids the "idealized deviation" caused by using standard tread data and significantly improves the authenticity and engineering reliability of the equivalent taper calculation.

[0105] In one embodiment, the steps preceding step S1 include:

[0106] The calibration plate is positioned in the direction of the laser emission of the displacement sensor; the surface of the calibration plate is perpendicular to the direction of the laser beam emission of the displacement sensor.

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

[0108] The displacement sensor can be a laser displacement sensor. There are multiple displacement sensors. When calibrating each displacement sensor, a calibration plate can be placed in the laser emission direction of each displacement sensor, or a calibration plate can be placed sequentially in the laser emission direction of each displacement sensor to calibrate each displacement sensor in turn.

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

[0110] In a specific application, a calibration plate is placed on one side of the laser emission direction of each displacement sensor, 300mm away from the sensor. Each sensor is zeroed to determine its measurement zero point, ensuring a consistent measurement reference value. The distance between each sensor and the measurement point is the displacement relative to this common reference value. During measurement, once the displacement sensors are zeroed and their zero points confirmed, all sensors measure based on this common reference value. This means that the distance values ​​measured by each sensor represent the displacement change relative to the reference value, allowing the calculation of wheel and track wheel deflection angles.

[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 of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0117] Based on the same inventive concept, this application also provides a measurement system for the wheel-rail position relationship of a rolling vibration test rig for implementing the above-described method for measuring the wheel-rail position relationship of a rolling vibration test rig. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of the one or more embodiments of the measurement system for the wheel-rail position relationship of a rolling vibration test rig provided below can be found in the limitations of the measurement method for the wheel-rail position relationship of a rolling vibration test rig described above, and will not be repeated here.

[0118] In one embodiment, a measurement system for the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles is provided.

[0119] A rolling vibration test bench for rail vehicles is equipped with a track wheel simulating a track condition and a wheel in contact with the track wheel. The profile of the track wheel matches the shape of the actual track, and the profile of the wheel matches the profile of the actual wheel. 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 and the track wheel are at the same height. The system is characterized by comprising:

[0120] The data measurement module is used to measure the displacement changes of the wheels and track wheels during their movement.

[0121] The displacement calculation module is used to calculate the lateral displacement and angle of attack of the wheel and the track wheel based on the displacement change.

[0122] The clearance calculation module is used to calculate the flange clearance between the wheel and the track wheel during the movement based on the lateral displacement of each wheel and track wheel.

[0123] The equivalent taper calculation module is used to calculate 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.

[0124] The various modules in the aforementioned measurement system for wheel-rail position relationship based on a rolling vibration test bench for rail vehicles can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the computer device's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0125] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 9 As shown, the computer device includes a processor, memory, and network interface connected via a system bus. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs in the non-volatile storage media. The database stores displacement changes, lateral displacement, flange clearance, and equivalent taper. The network interface communicates with external terminals via a network connection. When executed by the processor, the computer program implements a method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles.

[0126] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

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

[0128] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

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

[0130] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this 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 memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0131] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0132] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for measuring the wheel-rail position relationship based on a rolling vibration test bench for rail vehicles, wherein the rolling vibration test bench for rail vehicles is equipped with a track wheel simulating a track condition and a wheel in contact with the track wheel, the profile of the track wheel being consistent with the shape of an actual track, and the profile of the wheel being consistent with the profile of an actual wheel, the track wheel moving 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 being at the same height, and the displacement sensors in the track wheel being at the same height, characterized in that, The method includes: S1. Measure the displacement changes of the wheel and the track wheel during the motion process; S2. Based on the displacement change, calculate the lateral displacement and angle of attack of the wheel and the track wheel respectively; S3. Based on the lateral displacement of the wheel and the track wheel, calculate the flange clearance of the wheel and the track wheel during the movement; S4. When the flange gap is greater than a preset value, calculate the equivalent taper between the wheel and the track wheel based on the flange gap.

2. The method according to claim 1, characterized in that, The method further includes: S5. When the rim gap is less than the preset value, adjust the forward direction of the wheel and the angle of attack of the track wheel so that the rim gap is greater than the preset value.

3. The method according to claim 1 or 2, characterized in that, The calculation process for the angle of attack is as follows: The wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outer side of the wheel. The track wheel deflection angle during the movement is calculated based on the displacement change measured by the displacement sensor installed on the outside of the track wheel; Based on the difference between the wheel deflection angle and the track wheel deflection angle, the angle of attack between the forward direction of the wheel and the track wheel is determined; the angle of attack is the angle between the forward direction and the radial direction of the track curve. The wheel deflection angle a cL The calculation formula is: a cL =(△D1-△D2) / A1; The track wheel deflection angle α gL The calculation formula is: a 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 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.

4. The method according to claim 1, characterized in that, Step S2 includes: The formula for calculating the lateral displacement Dc of the wheel is: Dc = (△D1 + △D2) / 2; The formula for calculating the lateral displacement Dg of the track wheel is: Dg = (△D3 + △D4) / 2; 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.

5. The method according to claim 1, characterized in that, Step S3 includes: Measure the initial flange clearance between the wheel and the track wheel before movement; 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. 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.

6. The method according to claim 1, characterized in that, Step S4 includes: 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 ; 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; The formula for calculating the equivalent taper γ0 is: γ0 = (D cL -D cR ) / (2 Jx).

7. The method according to claim 1, characterized in that, Before step S1, the following are included: The calibration plate is positioned in the direction of the laser emission of the displacement sensor; the surface of the calibration plate is perpendicular to the direction of the laser beam emission of the displacement sensor. After the displacement sensor measures the distance between the calibration plate and the displacement sensor, the displacement value is cleared to zero.

8. A measurement system for wheel-rail position relationship based on a rolling vibration test bench for rail vehicles, wherein the rolling vibration test bench for rail vehicles is equipped with a track wheel simulating a track condition and a wheel in contact with the track wheel, the profile of the track wheel being consistent with the shape of an actual track, and the profile of the wheel being consistent with the profile of an actual wheel, the track wheel moving 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 being at the same height, and the displacement sensors in the track wheel being at the same height, characterized in that, The system includes: The data measurement module is used to measure the displacement changes of the wheel and the track wheel during the motion process. The displacement calculation module is used to calculate the lateral displacement and angle of attack of the wheel and the track wheel respectively based on the displacement change. The clearance calculation module is used to calculate the flange clearance between the wheel and the track wheel during the movement based on the lateral displacement of each of the wheel and the track wheel. The equivalent taper calculation module is used to calculate the equivalent taper between the wheel and the track wheel based on the wheel 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, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1 to 7.

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