A method and apparatus for simulating the operation of a straddle-type monorail vehicle

Abstract

This invention relates to the field of straddle-type monorail vehicle operation simulation testing technology, and discloses a method and apparatus for simulating the operation of straddle-type monorail vehicles. The method involves adjusting the test bench to match the vehicle's wheel system, applying a vertical load to simulate vehicle weight using an axle load-simulating actuator, and achieving longitudinal and lateral fixation through a traction rod and pulley system. An onboard detection system acquires track irregularity displacement signals and track spectra from the actual track, which are then imported into a vibration simulation system to drive a vibration simulation device to reproduce the vehicle's operating state. Stability parameters are tested using sensors to complete the overall vehicle vibration reliability test. The corresponding apparatus includes a test bench foundation, a reaction frame, a loading gantry, and a vibration simulation system. This invention can accurately simulate actual operating conditions, achieve fault reproduction and extreme condition assessment, and effectively improve the realism and efficiency of the test.

Description

Technical Field

[0001] This invention relates to the field of straddle-type monorail vehicle operation simulation test technology, specifically to a method and apparatus for straddle-type monorail vehicle operation simulation test. Background Technology

[0002] As an important solution for urban transportation, straddle-type monorail transit systems use rubber wheels straddling a single track beam for operation. They have advantages such as high space utilization, strong terrain adaptability, short construction period, and low noise and vibration, and are widely used in urban center areas.

[0003] However, as the system scaled up, a series of faults gradually emerged in the vehicles during operation, such as suspension system failure affecting dynamic performance, damage to the bogie horizontal wheel bearings posing a risk of falling objects from heights, and running wheels slipping in rainy or snowy weather, which are all safety hazards.

[0004] The root cause of these problems lies in the current lack of a complete standard system and professional testing equipment, which makes it difficult to conduct systematic testing and verification before vehicles leave the factory. Among the existing technologies, the straddle-type monorail vehicle rolling vibration test bench proposed by Xiao Qian et al. of East China Jiaotong University (Xiao Qian, Li Chenxi, Liu Xinlong, et al. Design of straddle-type monorail vehicle rolling vibration test bench [J]. Science and Technology Innovation, 2021, (18): 172-174.) can simulate rolling vibration test from a macroscopic perspective, but it has obvious shortcomings: its technical solution only describes the shape of the mechanism and does not explain the operation process in detail, which lacks operability; the running wheels to rolling mechanism is limited by the width of the track beam, making it difficult to reasonably arrange the electro-hydraulic servo actuators; the direction of the simulated force of the guide wheel and stabilizing wheel mechanism is opposite to that of the actual force, and it cannot simulate dynamic loads, and cannot truly restore the vehicle's operating conditions.

[0005] Therefore, there is an urgent need for a testing scheme that can accurately simulate actual working conditions and comprehensively evaluate vehicle performance in order to improve vehicle safety and reliability. Summary of the Invention

[0006] To address the aforementioned technical shortcomings, the purpose of this invention is to provide a method and apparatus for simulating the operation of straddle-type monorail vehicles, thereby solving the problem that the lack of specialized testing equipment for straddle-type monorail vehicles in the prior art makes it impossible to fully verify their performance.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0008] In a first aspect, the present invention provides a method for simulating the operation of a straddle-type monorail vehicle, comprising:

[0009] Adjust the position of the test bench rollers according to the dimensions of the running wheels, stabilizing wheels, and guide wheels of the straddle-type monorail vehicle;

[0010] Adjust the gantry so that the axle load simulation actuator is connected to the vehicle in the vertical direction through the connecting beam to simulate the vehicle's own weight and load;

[0011] In the longitudinal direction, the vehicle is secured by a drawbar and a reaction frame;

[0012] In the lateral direction, the stabilizing wheel and the guide wheel are fixed by pulleys, and the initial load on the belt is adjusted by a tensioning wheel to simulate the initial preload;

[0013] Using an on-board track detection system, including lateral laser sensors, vertical laser sensors and inertial measurement units arranged on both sides of the track beam, the system tests the horizontal irregularities, vertical irregularities and track directional irregularities of the track beam on the actual running line, and obtains displacement signals and track spectra. The track spectra is the track irregularity power spectrum, which is used to reflect the amplitude and wavelength information of the track irregularities.

[0014] The displacement signal is fed into the control system of the vertical and lateral excitation actuators and applied to the vehicle to simulate the actual operating state of the vehicle.

[0015] By deploying sensors on the vehicle, operational stability parameters are tested, and vehicle vibration reliability tests are conducted.

[0016] Preferably, in one possible implementation of the first aspect, the adjusting gantry comprises:

[0017] The axle load simulation actuator is rigidly connected to the vehicle in the vertical direction via a connecting beam. The axle load simulation actuator is configured to apply a vertical load to simulate the vehicle's own weight and load.

[0018] The vehicle is fixed in the longitudinal direction by means of a traction rod and a reaction frame at both ends of the vehicle. The traction rods are designed with ball joints at both ends, which allows displacement within a set range in the lateral and vertical directions, eliminating unnecessary constraints.

[0019] The lateral fixing includes fixing the stabilizing wheel and the guide wheel by means of a pulley, and using a tensioning wheel to adjust the initial tension of the belt to simulate the preload on the stabilizing wheel and the guide wheel of the straddle-type monorail vehicle in the initial state. The tensioning wheel is connected by a belt, and adjusting the position of the tensioning wheel changes the belt tension.

[0020] Preferably, in one possible implementation of the first aspect, the on-board track detection system tests track beam irregularities by:

[0021] Four high-speed 2D laser sensors for lateral detection are configured and located on both sides of the track beam, covering the traveling parts of the stabilizing wheel and guide wheel.

[0022] Two high-speed 2D laser sensors are used for vertical detection, covering the running wheel area; and an inertial measurement unit is used to measure the vehicle's attitude.

[0023] The vehicle-mounted track detection system is fixed to the end frame of the vehicle body by clamps, and the upper and lower clamps are fixed to the frame by screws. The lower clamp is equipped with a special-shaped pad.

[0024] The testing equipment is mounted on the clamp plate using bolts. The guide wheels and stabilizing wheels are symmetrically arranged for the testing parts, while the traveling wheels are fixed to the upper clamp plate. The testing beam is made of aluminum alloy bending and welding process.

[0025] The vehicle is in operation. Laser sensors measure the displacement of the track beam, and inertial measurement units measure the vehicle's attitude, calculating the horizontal irregularities, vertical irregularities, and track alignment irregularities of the track beam.

[0026] Preferably, in one possible implementation of the first aspect, the calculation of the horizontal unevenness includes:

[0027] The roll angle of the frame was measured using an inertial measurement unit. The difference in horizontal height between the left and right sides of the frame ,in The lateral span of the connection points between the frame and the left and right side springs;

[0028] The measured vertical displacements of the left and right sides are respectively and ,in This represents the vertical displacement to the left. This represents the vertical displacement to the right.

[0029] The measured vertical displacement difference of the first series is then... ;

[0030] The track beam is not level. Calculated as ,in Width of the running wheels;

[0031] right Noise is eliminated by wavelength filtering, with a filtering wavelength range of 1.5m to 42m.

[0032] Preferably, in one possible implementation of the first aspect, the calculation of the unevenness includes:

[0033] The pitch angle of the frame was measured using an inertial measurement unit. ;

[0034] Vertical displacement of the frame ,in The longitudinal distance from the center of the frame to the end of the frame. The distance traveled by the vehicle at each sampling point;

[0035] Displacement of the frame relative to the left track Displacement relative to the right track ,in The vertical distance from the end of the frame to the gauge measurement point;

[0036] The unevenness of the left and right tracks is calculated as follows: ,in The left track is uneven. The right track is uneven. For time differentiation;

[0037] right and The final result is obtained by filtering wavelengths from 1.5m to 42m.

[0038] Preferably, in one possible implementation of the first aspect, the calculation of the track irregularity includes:

[0039] The yaw angle of the frame was measured using an inertial measurement unit. ;

[0040] The vehicle travel distance at each sampling point is obtained by integrating the pulse signal from the speed encoder. ,

[0041] Lateral displacement of each sampling point in the framework ,in The longitudinal distance from the measurement point of the inertial navigation system to the center of the frame;

[0042] The framework at each sampling point is relative to the orbital displacement. ,in and Lateral displacement measured by a laser sensor;

[0043] Track unevenness ;

[0044] right Perform wavelength filtering and smoothing on data from 1.5m to 42m.

[0045] 7. Preferably, in one possible implementation of the first aspect, after acquiring the displacement signal, the track irregularity spectrum is calculated;

[0046] The orbital spectrum calculation includes:

[0047] Preprocessing of measured track irregularity data includes outlier removal, bandpass filtering, and stationarity testing;

[0048] The outlier removal method is as follows:

[0049] If the rate of change between two adjacent points is greater than 3‰, it should be treated as a rate of change of 1‰; or

[0050] If the ratio of the difference between the amplitude at the midpoint and the average of the two points to half the distance between the two points is greater than 3‰, then linear interpolation is used.

[0051] The bandpass filtering process extracts the effective wavelength components;

[0052] The stationarity test employs either the round-robin test method or the reverse-order test method.

[0053] Orbit spectrum calculation was performed using at least one of the periodogram method, Welch method, Blackman-Tukey method and maximum entropy method.

[0054] The periodogram method is defined as follows:

[0055]

[0056] in For the power spectral density using the periodogram method, The sampling interval is... The number of sampling points. For frequency index, For time indexing, The imaginary unit, For time series data, This is the frequency value;

[0057] The Welch method is defined as follows:

[0058]

[0059] in The power spectral density is obtained using the Welch method. For the number of segments in the Welch method, The number of segments, For window function power, For window functions, For the first Time series data of segments;

[0060] The Blackman-Tukey method is defined as follows:

[0061]

[0062] in The power spectral density is obtained using the Blackman-Tukey method. For the Blackman-Tukey method delay length, is the autocorrelation function of the sequence;

[0063] The maximum entropy method is defined as follows:

[0064]

[0065] In the formula The power spectral density is obtained using the maximum entropy method. To predict the output power of the error filter, The bandwidth of the random process. The sampling interval is... Angular frequency, For the prediction error filter coefficients, For filter coefficient index, The order of the maximum entropy method model;

[0066] The calculated orbital spectrum is fitted with an orbital irregularity spectrum curve.

[0067] Preferably, in one possible implementation of the first aspect, the orbital irregularity spectrum fitting includes preprocessing the discrete spectral data in the orbital spectrum;

[0068] Peak elimination processing removes spectral peaks of periodic wavelength components from the original orbital spectrum curve. The wavelength range of the spectral peaks is set, and after removing abnormal spectral peaks, linear interpolation or spline curve interpolation methods are used to fill in the data.

[0069] Smoothing is performed using one of the following methods: five-point cubic smoothing, multi-point moving average, or envelope averaging, to smooth the spectral curve and eliminate local fluctuations.

[0070] Fine interpolation is performed on the smoothed and peak-suppressed orbit irregularity spectrum data using linear interpolation or spline curves. Data points are inserted in the long-wavelength region to obtain the orbit spectrum curve under uniform sampling conditions.

[0071] The irregularity spectrum curve is fitted to represent the trajectory irregularity.

[0072]

[0073] in This is the scaling factor for the power spectrum curve, controlling the overall amplitude scaling of the spectral lines. , and The cutoff frequency parameter is used to adjust the segmentation positions of high, mid, and low frequency spectral lines. , , The power factor controls the steepness of the spectral line in different frequency bands; the larger the value, the steeper the spectral line. Spatial frequency;

[0074] Curve fitting is performed using a piecewise approach;

[0075] Curve fitting is based on the least squares principle, including linear least squares fitting and nonlinear least squares fitting;

[0076] When the theoretical function Undetermined parameters When it is a linear function, As the independent variable, To transpose, linear least squares fitting is used to expand the theoretical function as follows:

[0077]

[0078] in , , , For known Given a set of linearly independent continuous functions, take basis functions. , If the index is a basis function, then the expansion is in polynomial form;

[0079] Pick Point the experimental data and form a system of linear equations:

[0080]

[0081]

[0082]

[0083]

[0084] in, Indicates the first The data point at the th th The value of a function, , , , This is a vector of experimental observations, corresponding to the measurement results for each data point;

[0085] Minimize the sum of squared residuals using the least squares criterion ,in , Using the index, the normal equation is derived by taking the partial derivative and setting it to zero. ,in To design the matrix, if If the value is full rank, then Cholesky decomposition is used to solve for the parameters. ;

[0086] When the theoretical function Undetermined parameters When dealing with nonlinear functions, nonlinear least squares fitting is used, with initial parameter estimates given first. Let the correction value , For indexing, the theoretical function is expanded using Taylor series at the initial value point, omitting terms of second degree and higher:

[0087]

[0088] in, , For the first The independent variable values ​​for each data point Use the data point index; the partial derivative is calculated at the initial value.

[0089] The objective function Q is:

[0090]

[0091] Substituting into the Taylor expansion, minimize Solve for the correction value Forming equations ,in For a Jacobian matrix, the elements are... ;

[0092] Iterative solution Update parameters Repeat the calculation until the correction value meets the accuracy requirements to achieve the best fit.

[0093] Preferably, in one possible implementation of the first aspect, the displacement signal input control system includes:

[0094] The calculated displacement signals of horizontal irregularities, vertical irregularities, and track-direction irregularities are used as inputs to control the vertical excitation actuator to simulate the vertical irregularity disturbance of the track beam, and to control the lateral excitation actuator to simulate the horizontal irregularity and track-direction irregularity disturbance.

[0095] The vehicle is excited by a rolling vibration simulation device and a lateral vibration simulation device. The rolling vibration simulation device is driven by a vertical excitation actuator to simulate the vertical dynamic load of the track beam, and the lateral vibration simulation device is driven by a lateral excitation actuator to simulate the lateral outward dynamic load of the guide wheel and the stabilizing wheel.

[0096] Secondly, the present invention provides a straddle-type monorail vehicle operation simulation test device, the device being used to implement a straddle-type monorail vehicle operation simulation test method as described in the first aspect, comprising:

[0097] Test bench foundation, reaction frame, traction rod, straddle-type monorail vehicle, loading gantry, axle load simulation actuator, connecting beam, T-slot ground rail, support base, vertical excitation actuator, vertical protection device, rolling vibration simulation device, transmission belt and lateral vibration simulation device.

[0098] The reaction frame is set at the upper part of both ends of the test bench foundation and connected to the straddle-type monorail vehicle through a traction rod.

[0099] The vehicle is placed inside the loading gantry, and the axle load simulation actuator applies a vertical load to the vehicle through the connecting beam;

[0100] The T-shaped groove ground rail is located inside the foundation, and the support base is installed on it. Each support base is equipped with two vertical excitation actuators and a vertical protection device.

[0101] The vertical excitation actuator supports the rolling vibration simulation device, on which the vehicle's running wheels sit;

[0102] The rolling vibration simulation device includes a rolling shaft, a rolling shaft support base, and a roller wheel. The roller wheel is connected to the main pulley via a main drive belt. The main pulley is driven by a main drive motor and equipped with a coupling and a brake.

[0103] The vehicle guide wheel and stabilizing wheel are connected to the lateral vibration simulation device via a transmission belt. The device includes a mounting base, a lateral excitation actuator, a pulley mounting base, a pulley, a universal coupling, a rotary motor, and a tensioning wheel, which is used to adjust the belt tension.

[0104] The beneficial effects of this invention are as follows: it constructs a set of professional test devices and processes, providing simulated operation assessment and theoretical design calibration support for the newly developed straddle-type monorail vehicle before large-scale production, effectively avoiding design defects in batch products.

[0105] The test bench allows for flexible input of track irregularity parameters, comprehensively acquiring data on vehicle dynamics, stability, safety, vibration, stress, and noise, providing a basis for optimized design; it also features fault reproduction capabilities, enabling safe and repeated simulation of fault conditions to deeply analyze root causes and improve reliability; and it can simulate extreme conditions such as curve radius, superelevation, and speed, helping to understand the vehicle's performance under extreme conditions and ensuring safety margins.

[0106] The rolling vibration simulation device accurately simulates friction by embedding materials with different roughness on the surface of the raceway wheel. The main drive motor drives the device to realistically reproduce the operating state. The brake has both braking and safety protection functions. The vertical actuator simulates uneven disturbances and is supported by the vertical protection device when the test stops, reducing wear and extending service life.

[0107] The lateral vibration simulation device independently controls the guide wheel and the stabilizing wheel, accurately simulating lateral dynamic loads and curve passage conditions. The tension wheel adjusts the initial load on the belt, highly replicating the actual pre-pressure conditions, significantly improving the authenticity and efficiency of the test, shortening the cycle and reducing costs. Attached Figure Description

[0108] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0109] Figure 1 This application provides a flowchart of a method for simulating the operation of a straddle-type monorail vehicle.

[0110] Figure 2 This application provides a first structural diagram of a straddle-type monorail vehicle operation simulation test device.

[0111] Figure 3 This application provides a second structural diagram of a straddle-type monorail vehicle operation simulation test device.

[0112] Figure 4 This application provides a third structural diagram of a straddle-type monorail vehicle operation simulation test device.

[0113] Figure 5 This application provides a fourth structural diagram of a straddle-type monorail vehicle operation simulation test device.

[0114] Reference numerals: 1-Test bench foundation, 2-Reaction frame, 3-Traction rod, 4-Straddle monorail vehicle, 5-Loading gantry, 6-Axle load simulation actuator, 7-Connecting beam, 8-T-slot ground rail, 9-Support base, 10-Vertical excitation actuator, 11-Vertical protection device, 12-Rolling vibration simulation device, 13-Transmission belt, 14-Transverse vibration simulation device. Detailed Implementation

[0115] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0116] Example 1: As Figure 1 As shown, the present invention provides a method for simulating the operation of a straddle-type monorail vehicle, comprising:

[0117] Based on the dimensions of the running wheels, stabilizing wheels, and guide wheels of the straddle-type monorail vehicle, the position of the test bench rollers is adjusted; the gantry is adjusted so that the axle load simulation actuator is connected to the vehicle vertically through the connecting beam to simulate the vehicle's own weight and load; in the longitudinal direction, the vehicle is fixed by the traction rod and reaction frame; in the transverse direction, the stabilizing wheels and guide wheels are fixed by the pulleys, and the initial load of the belt is adjusted by the tensioning wheel to simulate the initial preload.

[0118] In this embodiment, the position of the rollers on the test bench is adjusted according to the dimensions of the running wheels, stabilizing wheels, and guide wheels of the straddle-type monorail vehicle. This ensures that the rolling vibration simulation device can match the monorail bogie and simulate the vehicle's running state on the actual track beam. The roller surface is inlaid with materials of different roughness to simulate the frictional changes of the track beam surface. During adjustment, the roller support seat on the support base is moved to align the position of the roller with the contact point of the vehicle's running wheels. Simultaneously, the main drive motor is connected to the main pulley via a coupling and a brake. The main pulley then drives the roller to rotate via the main drive belt, realizing the rolling behavior of the running wheels on the track beam.

[0119] The loading gantry system is adjusted, and the axle load simulation actuator is rigidly connected to the straddle-type monorail vehicle in the vertical direction via a connecting beam. The axle load simulation actuator is mounted on the loading gantry and applies a vertical load to the vehicle through the connecting beam, simulating the vehicle's own weight and load conditions. During the vertical connection process, the axle load simulation actuator loads according to the vehicle's actual weight parameters, reflecting the axle load distribution of the vehicle under operating conditions.

[0120] In the longitudinal direction, the vehicle is secured by traction rods and reaction frames at both ends. The reaction frames are positioned at the upper ends of the test bench foundation, and the traction rods utilize a ball joint design to connect the vehicle and the reaction frames. The ball joint structure allows the traction rods to undergo displacement within a set range in the lateral and vertical directions, effectively eliminating unnecessary constraints and avoiding stress interference caused by rigid fixation during testing. This ensures no longitudinal displacement of the vehicle while maintaining necessary degrees of freedom, allowing the vehicle to naturally respond to the excitation signals applied by the test bench.

[0121] In the lateral direction, the stabilizing and guiding pulleys are fixed by a pulley system, and the initial load on the belt is adjusted by a tensioner. The mounting base of the lateral vibration simulation device is fixed to both sides of the test bench foundation, on which a lateral excitation actuator is mounted. The pulleys are connected to a rotary motor via universal couplings, driving the pulleys to rotate. Tensioners are mounted on both sides of the front end of the pulley mounting base; by adjusting the position of the tensioners, the belt tension can be flexibly adjusted, thus simulating the preload on the stabilizing and guiding pulleys of a straddle-type monorail vehicle in its initial state. This reproduces the lateral outward dynamic load on the guiding and stabilizing pulleys when the vehicle straddles the track beam. The independently controlled guiding and stabilizing pulley simulation system allows for the simulation of the vehicle traversing curves under different preload and speed conditions.

[0122] Using an on-board track detection system, including lateral laser sensors, vertical laser sensors, and inertial measurement units arranged on both sides of the track beam, the system tests the horizontal irregularities, vertical irregularities, and directional irregularities of the track beam on the actual operating line, and obtains displacement signals and track spectra. The track spectra are used to reflect the amplitude and wavelength information of the track irregularities.

[0123] In this embodiment, an onboard track detection system is first configured according to the actual operating requirements of the straddle-type monorail vehicle. This system mainly includes four high-speed 2D laser sensors for lateral detection, respectively arranged on both sides of the track beam. The detection range includes, but is not limited to, the running sections of the stabilizing wheels and guide wheels, capturing changes in the lateral geometry of the track beam. Simultaneously, two high-speed 2D laser sensors for vertical detection are deployed above the running sections of the running wheels, with the detection range including, but not limited to, the running wheel running sections, used to measure the vertical displacement of the track beam. In addition, the system integrates an inertial measurement unit to measure the vehicle's attitude parameters in real time, including roll angle, pitch angle, and yaw angle, providing a reference positioning for irregularity calculation. All sensors are connected through a data acquisition system to achieve synchronous data acquisition and storage.

[0124] The vehicle-mounted track detection system is installed on the end frame of the vehicle body, employing a clamping plate structure to ensure stability. Four bolts secure the upper and lower clamping plates to the end of the frame. To ensure the levelness of the mounting surface, a shaped shim is added to the lower clamping plate for leveling. The guide wheel and stabilizing wheel detection components are symmetrically mounted to the lower clamping plate with bolts. The detection beam is manufactured using a high-strength aluminum alloy bending and welding process, ensuring the rigidity and strength of the entire device during vehicle operation and preventing vibration interference. The running wheel detection components, inertial measurement unit, and data acquisition system are fixed to the upper clamping plate, connected by bolts to ensure accurate positioning of each component. After installation, the overall system structure is compact and capable of withstanding the dynamic loads during vehicle operation.

[0125] The vehicle equipped with the onboard track inspection system was tested on an actual operating line. The vehicle traveled at normal operating speed, and high-speed 2D laser sensors measured the displacement data of the track beam in real time. Lateral sensors collected data on the lateral concavity and convexity changes on both sides of the track beam, while vertical sensors recorded the vertical undulations of the track beam's top surface. The inertial measurement unit simultaneously output the vehicle's attitude information, including the frame's roll angle. Pitch angle and head shaking angle .

[0126] Based on the collected displacement and attitude data, the horizontal irregularities, vertical irregularities, and track alignment irregularities of the track beam are calculated.

[0127] Horizontal unevenness refers to the height difference between the two sides of the same cross section on the track. On a curve, it refers to the deviation excluding the normal superelevation; on a straight track, it refers to the deviation after deducting the average horizontal level caused by the elevation difference on one side. The roll angle of the framework is first measured using an inertial measurement unit. The difference in horizontal height between the left and right sides of the frame ,in This refers to the lateral span between the frame and the connection points of the primary springs on the left and right sides. The measured vertical displacements of the primary springs on the left and right sides are respectively... and The measured vertical displacement difference of the first series is then... The track beam is not level. ,in This is the width of the running wheels. (Based on the calculated...) Wavelength filtering is performed, with a filtering wavelength range of 1.5 meters to 42 meters, to eliminate the influence of high-frequency noise and low-frequency trend terms.

[0128] Height irregularities refer to the vertical unevenness of the top surface of the track beam along its extension direction. This is mainly caused by height deviations during track construction, beam deflection deformation, and residual deformation of the roadbed. The pitch angle of the frame is measured by the inertial measurement unit. Vertical displacement of the frame Calculation, where The longitudinal distance from the center of the frame to the end of the frame. The vehicle travel distance at each sampling point is obtained by integrating the pulse signal from the speed encoder. The displacement of the frame relative to the left track. Displacement relative to the right track ,in This is the vertical distance from the end of the frame to the track gauge measurement point. The left and right tracks are uneven in height. Then it is calculated by integration, that is ,in The left track is uneven. The right track is uneven, among which... The time derivative is used. The results are filtered by wavelengths from 1.5 meters to 42 meters to obtain smooth, uneven data.

[0129] Track irregularities refer to transverse unevenness along the length of the outer side of the track beam. These irregularities are caused by factors such as track laying construction, track maintenance, accumulation of residual transverse strain and uneven wear of the track beam, fastener failure, and inconsistent transverse elasticity of the track beam. The yaw angle of the frame is measured using an inertial measurement unit. Lateral movement distance at each sampling point of the framework Given, among which This represents the longitudinal distance from the inertial measurement unit's measurement point to the center of the frame. It also represents the displacement of the frame relative to the track at each sampling point. The track alignment is uneven. Calculated by integration The results were then filtered with wavelengths ranging from 1.5 meters to 42 meters to eliminate random fluctuations.

[0130] After acquiring the displacement signal, the power spectral density of track irregularities, i.e. the track spectrum, is further calculated. The relationship between wavelength and power spectral density obtained by power spectrum estimation and nonlinear curve fitting methods reflects the amplitude and wavelength information of track irregularities, and their state affects the smoothness and comfort of train operation.

[0131] The trajectory spectrum calculation first preprocesses the measured trajectory irregularity data, including outlier removal, bandpass filtering, and stationarity testing. Two algorithms are used for outlier removal: if the rate of change between two adjacent points is greater than 3‰, it is treated as a rate of change of 1‰; this algorithm handles isolated outliers well. Alternatively, if the ratio of the difference between the amplitude at the intermediate point and the average of the two points to half the distance between the two points is greater than 3‰, linear interpolation is performed; this algorithm performs linear interpolation within the outlier interval and has strong adaptability.

[0132] Bandpass filtering is used to extract the effective wavelength components and remove high-frequency and low-frequency interference.

[0133] The stationarity test employs either the round-robin test or the reverse-order test to ensure the data conforms to the stationarity assumption. The round-robin test divides the collected irregular trajectory data into several segments, calculates the mean square or average value of each segment, and forms a new time series. If the signal is stationary, the series will fluctuate randomly around its mean, without a trend term.

[0134] In the round-based testing method, the number of rounds mean ,variance In the formula, The number of equal segments for the sample records. The number of segments with a mean greater than the median. The number of segments whose mean is less than the median, when and When all are greater than 15, the statistical measure asymptotically follows a normal distribution The number of rounds can be calculated for the sequence being examined. or When given a significance level At that time, if or If the sequence is stationary, then the measured random process is considered stationary; otherwise, the sequence is non-stationary.

[0135] The inversion test is a method to test for a possible trend in the mean or variance of a time series. First, a time series with a mean or variance is calculated; let this series be... Whenever it appears When, defined as A reverse order. For a given one Its inversion number is defined as Total number of inversions The occurrence of random number sequences mean ,variance Statistic asymptotically follows a normal distribution ,if If the value is within ±1.96, the data is considered approximately stationary. If... A large value indicates that the series mean (or variance) has an upward trend. A very small value indicates that the mean or variance of the sequence has a decreasing trend.

[0136] The power spectrum is calculated using at least one of the periodogram method, Welch method, Blackman-Tukey method, and maximum entropy method. The periodogram method is defined as follows: ,in For the power spectral density using the periodogram method, The sampling interval is... The number of sampling points. For frequency index, For time indexing, The imaginary unit, For time series data, The mean and standard deviation of the periodogram method's spectral estimate are equal to the corresponding true power spectral density value. Therefore, the periodogram method is a non-uniform spectral estimator, and its estimate fluctuates around the true value. Even if the sample length increases to infinity, the variance is not zero. However, the periodogram method has the highest frequency resolution.

[0137] Welch's method is defined as follows: ,in The power spectral density is obtained using the Welch method. For the number of segments in the Welch method, The number of segments, , For window function power, For window functions, , For the first The time series data is divided into segments. The Welch method applies a non-rectangular window to each segment of data. Because the window function smoothly transitions to zero on both sides, it reduces the truncation effect when segmenting the data. The results obtained by the Welch method are... It is an unbiased spectral estimation, when the number of segments When the variance increases, the variance decreases. The estimates tend to converge.

[0138] The Blackman-Tukey method is defined as follows: ,in The power spectral density is obtained using the Blackman-Tukey method. For the Blackman-Tukey method delay length, Let be the autocorrelation function of the sequence. Due to windowing truncation of the autocorrelation function, the variance of the spectral estimation using the Blackman-Tukey method is reduced compared to the periodogram, resulting in smoother spectral lines. However, this smoothing effect reduces the resolution of the spectral lines. The smaller the value, the smaller the variance, and the lower the resolution.

[0139] Maximum entropy method is defined as In the formula The power spectral density is obtained using the maximum entropy method. To predict the output power of the error filter, The bandwidth of the random process. The sampling interval is... Angular frequency, For the prediction error filter coefficients, denoted as the order of the maximum entropy method model.

[0140] The estimated power spectrum is fitted with a track irregularity spectrum curve. First, the discrete spectrum data is preprocessed, including peak removal and smoothing, to make the track spectrum curve smoother. Peak removal removes spectral peaks of periodic wavelength components from the original track spectrum curve, sets the wavelength range of the peaks, and fills in the data using linear interpolation or spline curve interpolation after removing abnormal peaks. Smoothing uses one of the following methods: five-point cubic smoothing, multi-point moving average, or envelope averaging, to eliminate local fluctuations. Fine interpolation is then performed on the peak-removed and smoothed track irregularity spectrum data using linear interpolation or spline curve interpolation, inserting data points in the long-wavelength range to obtain the track spectrum curve under uniform sampling conditions.

[0141] The fitting theory formula is as follows Among them This is the scaling factor for the power spectrum curve, controlling the overall amplitude scaling of the spectral lines. , and The cutoff frequency parameter is used to adjust the segmentation positions of high, mid, and low frequency spectral lines. , , The power factor controls the steepness of the spectral line in different frequency bands; the larger the value, the steeper the spectral line. This refers to the spatial frequency.

[0142] A segmented approach is used for curve fitting to improve the fitting accuracy of each frequency band and avoid numerical calculation divergence. Curve fitting is based on the least squares principle, including linear least squares fitting and nonlinear least squares fitting.

[0143] When the theoretical function Undetermined parameters When it is a linear function, As the independent variable, To transpose, linear least squares fitting is used, which expands the theoretical function as follows: ,in , , , For known Given a set of linearly independent continuous functions, take basis functions. , If the index is a basis function, then the expansion is in polynomial form. Point the experimental data and form a system of linear equations:

[0144]

[0145]

[0146]

[0147]

[0148] in, Indicates the first The data point at the th th The value of a function, , , , This is the vector of experimental observations, corresponding to the measurement results for each data point.

[0149] Minimize the sum of squared residuals using the least squares criterion By taking partial derivatives and setting them to zero, a system of linear equations is derived. It can be written as a normal equation. ,in To design the matrix, if If the value is full rank, then Cholesky decomposition is used to solve for the parameters. .

[0150] When the theoretical function Undetermined parameters When dealing with nonlinear functions, nonlinear least squares fitting is used, with initial parameter estimates given first. Let the correction value , , For indexing, the theoretical function is expanded using Taylor series at the initial value point, omitting terms of second degree and higher:

[0151]

[0152] in, , For the first The independent variable values ​​for each data point For the data point index, the partial derivative is calculated at the initial value. ;

[0153] The objective function Q is:

[0154]

[0155] Substituting into the Taylor expansion, we get:

[0156]

[0157]

[0158] make ,but

[0159]

[0160] for The Jacobian matrix.

[0161] minimize Solve for the correction value Forming equations Solving for ;

[0162] Iterative solution Update parameters Repeat the calculation until the correction value meets the accuracy requirements to achieve the best fit.

[0163] The displacement signal is fed into the control system of the vertical and lateral excitation actuators and applied to the vehicle to simulate the actual operating state of the vehicle.

[0164] In this embodiment, the calculated displacement signals of horizontal irregularities, vertical irregularities, and track-direction irregularities are used as inputs and imported into the control systems of the vertical and lateral vibration actuators. The displacement signals are obtained through testing on the actual operating line using an onboard track detection system and processed by track spectrum calculation to reflect the true geometric state of the track beam. A signal processing module is pre-set in the control system to filter and amplify the displacement signals, ensuring accurate actuator driving.

[0165] The vertical vibration actuator receives vertical irregularity displacement signals to simulate the vertical dynamic load of the track beam. The actuator generates corresponding vertical vibrations based on signal changes, which are transmitted to the vehicle's running wheels via a rolling vibration simulation device. Driven by the vertical vibration actuator, the rolling vibration simulation device's roller surface is inlaid with materials of varying roughness to realistically simulate the frictional changes of the track beam surface. Simultaneously, the lateral vibration actuator receives horizontal and track-direction irregularity displacement signals to simulate the lateral outward dynamic load of the guide wheels and stabilizing wheels. Driven by the lateral vibration actuator, the lateral vibration simulation device applies lateral excitation to the vehicle via a pulley system.

[0166] The displacement signal is input to the control system in time-series form, with the sampling interval set according to the actual detection data. The control system adopts a closed-loop feedback mechanism to adjust the output force and displacement of the actuators in real time, ensuring that the excitation signal is consistent with the measured track irregularities. Through the coordinated operation of the rolling vibration simulation device and the lateral vibration simulation device, the vehicle reproduces the vibration state during actual operation on the test bench. Vertical excitation simulates the undulations of the track beam, and lateral excitation simulates the lateral concavity and convexity of the track beam, thus comprehensively replicating the vehicle's dynamic behavior on the track.

[0167] During the simulation, the vehicle is longitudinally fixed by a traction bar and reaction frame, allowing for minor lateral and vertical displacements. Axle load simulation actuators provide static loads, simulating the vehicle's own weight and the load itself. The entire system is synchronously managed by an integrated control unit, ensuring that each actuator operates according to preset signals.

[0168] By deploying sensors on the vehicle, operational stability parameters are tested, and vehicle vibration reliability tests are conducted.

[0169] In this embodiment, multiple sensors are deployed on the straddle-type monorail vehicle to test the vehicle's running stability parameters in real time. The sensors are installed at key locations on the car body, bogie, and wheel system to collect vehicle dynamic performance indicators, including overturning coefficient, horizontal wheel radial force, car body roll angle, and stability index, while simultaneously monitoring vibration, stress, and noise data. These sensors are connected through a data acquisition system to ensure signal synchronization and accurate recording.

[0170] During testing, the measured track beam irregularity displacement signal is fed into the control systems of the vertical and lateral vibration actuators and repeatedly applied to the vehicle. The excitation signal drives the rolling vibration simulation device and the lateral vibration simulation device to simulate the dynamic load of the vehicle during actual operation. By repeatedly exciting the straddle-type monorail bogie, a whole-vehicle vibration reliability test is conducted to comprehensively evaluate the vehicle's performance under simulated operating conditions. The test can be conducted simultaneously or in stages, effectively verifying vehicle reliability and saving time and costs.

[0171] Example 2: Figures 2 to 5 As shown, the present invention provides a straddle-type monorail vehicle operation simulation test device, including a test platform foundation 1, a reaction frame 2, a traction rod 3, a straddle-type monorail vehicle 4, a loading gantry 5, an axle load simulation actuator 6, a connecting beam 7, a T-slot ground rail 8, a support base 9, a vertical excitation actuator 10, a vertical protection device 11, a rolling vibration simulation device 12, a transmission belt 13, and a lateral vibration simulation device 14.

[0172] The reaction frame 2 is located at both ends of the test bench foundation 1 and connected to the straddle-type monorail vehicle 4 via the traction rod 3. The straddle-type monorail vehicle 4 is placed inside the loading gantry 5, and the axle load simulation actuator 6 applies a vertical load to the straddle-type monorail vehicle 4 through the connecting beam 7. The T-slot ground rail position 8 is located inside the foundation, and the support base 9 is installed on it. Each support base 9 is equipped with two vertical excitation actuators 10 and a vertical protection device 11. The vertical excitation actuator 10 supports the rolling vibration simulation device 12, on which the vehicle's running wheels sit. The rolling vibration simulation device 12 includes a rolling shaft, a roller support seat, and a roller wheel. The roller wheel is connected to the main pulley via the main drive belt. The main pulley is driven by the main drive motor and equipped with a coupling and a brake. The vehicle guide wheel and the stabilizing wheel are connected to the lateral vibration simulation device 14 via a drive belt. The device includes a mounting base, a lateral excitation actuator, a pulley mounting base, a pulley, a universal coupling, a rotary motor, and a tensioning wheel, which is used to adjust the belt tension.

[0173] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for simulating the operation of a straddle-type monorail vehicle, characterized in that, include: Adjust the position of the test bench rollers according to the dimensions of the running wheels, stabilizing wheels, and guide wheels of the straddle-type monorail vehicle; Adjust the gantry so that the axle load simulation actuator is connected to the vehicle in the vertical direction through the connecting beam to simulate the vehicle's own weight and load; In the longitudinal direction, the vehicle is secured by a drawbar and a reaction frame; In the lateral direction, the stabilizing wheel and the guide wheel are fixed by pulleys, and the initial load on the belt is adjusted by a tensioning wheel to simulate the initial preload; Using an on-board track detection system, including lateral laser sensors, vertical laser sensors and inertial measurement units arranged on both sides of the track beam, the system tests the horizontal irregularities, vertical irregularities and track directional irregularities of the track beam on the actual running line, and obtains displacement signals and track spectra. The track spectra are track irregularity power spectra, which are used to reflect the amplitude and wavelength information of track irregularities. The displacement signal is fed into the control system of the vertical and lateral excitation actuators and applied to the vehicle to simulate the actual operating state of the vehicle. The vertical excitation actuator supports the rolling vibration simulation device, on which the vehicle's running wheels sit; The rolling vibration simulation device includes a rolling shaft, a rolling shaft support base, and a roller wheel. The roller wheel is connected to the main pulley via a main drive belt. The main pulley is driven by a main drive motor and equipped with a coupling and a brake. The vehicle guide wheel and stabilizing wheel are connected to the lateral vibration simulation device via a transmission belt. The device includes a mounting base, a lateral excitation actuator, a pulley mounting base, a pulley, a universal coupling, a rotary motor, and a tensioning wheel, which is used to adjust the belt tension. By deploying sensors on the vehicle, operational stability parameters are tested, and vehicle vibration reliability tests are conducted.

2. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 1, characterized in that, The adjusting gantry includes: The axle load simulation actuator is rigidly connected to the vehicle in the vertical direction via a connecting beam. The axle load simulation actuator is configured to apply a vertical load to simulate the vehicle's own weight and load. The vehicle is fixed in the longitudinal direction by means of a traction rod and a reaction frame at both ends of the vehicle. The traction rods are designed with ball joints at both ends, which allows displacement within a set range in the lateral and vertical directions, eliminating unnecessary constraints. The lateral fixing includes fixing the stabilizing wheel and the guide wheel by means of a pulley, and using a tensioning wheel to adjust the initial tension of the belt to simulate the preload on the stabilizing wheel and the guide wheel of the straddle-type monorail vehicle in the initial state. The tensioning wheel is connected by a belt, and adjusting the position of the tensioning wheel changes the belt tension.

3. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 1, characterized in that, The on-board track inspection system tests track beam unevenness including: Four high-speed 2D laser sensors for lateral detection are configured and located on both sides of the track beam, covering the traveling parts of the stabilizing wheel and guide wheel. Two high-speed 2D laser sensors are used for vertical detection, covering the running wheel area; and an inertial measurement unit is used to measure the vehicle's attitude. The vehicle-mounted track detection system is fixed to the end frame of the vehicle body by clamps, and the upper and lower clamps are fixed to the frame by screws. The lower clamp is equipped with a special-shaped pad. The testing equipment is mounted on the clamp plate using bolts. The guide wheels and stabilizing wheels are symmetrically arranged for the testing parts, while the traveling wheels are fixed to the upper clamp plate. The testing beam is made of aluminum alloy bending and welding process. The vehicle is in operation. Laser sensors measure the displacement of the track beam, and inertial measurement units measure the vehicle's attitude, calculating the horizontal irregularities, vertical irregularities, and track alignment irregularities of the track beam.

4. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 3, characterized in that, The calculation of the horizontal unevenness includes: The roll angle of the frame was measured using an inertial measurement unit. The difference in horizontal height between the left and right sides of the frame ,in The lateral span of the connection points between the frame and the left and right side springs; The measured vertical displacements of the left and right sides are respectively and ,in This represents the vertical displacement to the left. This represents the vertical displacement to the right. The measured vertical displacement difference of the first series is then... ; The track beam is not level. Calculated as ,in Width of the running wheels; right Noise is eliminated by wavelength filtering, with a filtering wavelength range of 1.5m to 42m.

5. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 3, characterized in that, The calculation of the unevenness includes: The pitch angle of the frame was measured using an inertial measurement unit. ; Vertical displacement of the frame ,in The longitudinal distance from the center of the frame to the end of the frame. The distance traveled by the vehicle at each sampling point; Displacement of the frame relative to the left track Displacement relative to the right track ,in The vertical distance from the end of the frame to the gauge measurement point; The unevenness of the left and right tracks is calculated as follows: ,in The left track is uneven. The right track is uneven. For time differentiation; right and The final result is obtained by filtering wavelengths from 1.5m to 42m.

6. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 3, characterized in that, The calculation of the track irregularity includes: The yaw angle of the frame was measured using an inertial measurement unit. ; The vehicle travel distance at each sampling point is obtained by integrating the pulse signal from the speed encoder. , Lateral displacement of each sampling point in the framework ,in The longitudinal distance from the measurement point of the inertial navigation system to the center of the frame; The framework at each sampling point is relative to the orbital displacement. ,in and Lateral displacement measured by a laser sensor; Track unevenness ; right Perform wavelength filtering and smoothing on data from 1.5m to 42m.

7. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 1, characterized in that, After acquiring the displacement signal, the track irregularity spectrum is calculated; The orbital spectrum calculation includes: Preprocessing of measured track irregularity data includes outlier removal, bandpass filtering, and stationarity testing; The outlier removal method is as follows: If the rate of change between two adjacent points is greater than 3‰, it should be treated as a rate of change of 1‰; or If the ratio of the difference between the amplitude at the midpoint and the average of the two points to half the distance between the two points is greater than 3‰, then linear interpolation is used. The bandpass filtering process extracts the effective wavelength components; The stationarity test employs either the round-robin test method or the reverse-order test method. Orbit spectrum calculation was performed using at least one of the periodogram method, Welch method, Blackman-Tukey method and maximum entropy method. The periodogram method is defined as follows: ； in For the power spectral density using the periodogram method, The sampling interval is... The number of sampling points. For frequency index, For time indexing, The imaginary unit, For time series data, This is the frequency value; The Welch method is defined as follows: ； in The power spectral density is obtained using the Welch method. For the number of segments in the Welch method, The number of segments, For window function power, For window functions, For the first Time series data of segments; The Blackman-Tukey method is defined as follows: ； in The power spectral density is obtained using the Blackman-Tukey method. For the Blackman-Tukey method delay length, is the autocorrelation function of the sequence; The maximum entropy method is defined as follows: ； In the formula The power spectral density is obtained using the maximum entropy method. To predict the output power of the error filter, The bandwidth of the random process. The sampling interval is... Angular frequency, For the prediction error filter coefficients, For filter coefficient index, The order of the maximum entropy method model; The calculated orbital spectrum is fitted with an orbital irregularity spectrum curve.

8. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 7, characterized in that, The orbit irregularity spectrum curve fitting includes preprocessing the discrete spectrum data in the orbit spectrum; Peak elimination processing removes spectral peaks of periodic wavelength components from the original orbital spectrum curve. The wavelength range of the spectral peaks is set, and after removing abnormal spectral peaks, linear interpolation or spline curve interpolation methods are used to fill in the data. Smoothing is performed using one of the following methods: five-point cubic smoothing, multi-point moving average, or envelope averaging, to smooth the spectral curve and eliminate local fluctuations. Fine interpolation is performed on the smoothed and peak-suppressed orbit irregularity spectrum data using linear interpolation or spline curves. Data points are inserted in the long-wavelength region to obtain the orbit spectrum curve under uniform sampling conditions. The orbital irregularity spectrum curve is fitted and expressed as follows: ； in This is the scaling factor for the power spectrum curve, controlling the overall amplitude scaling of the spectral lines. , and The cutoff frequency parameter is used to adjust the segmentation positions of high, mid, and low frequency spectral lines. , , The power factor controls the steepness of the spectral line in different frequency bands; the larger the value, the steeper the spectral line. Spatial frequency; Curve fitting is performed using a piecewise approach; Curve fitting is based on the least squares principle, including linear least squares fitting and nonlinear least squares fitting; When the theoretical function Undetermined parameters When it is a linear function, As the independent variable, To transpose, linear least squares fitting is used to expand the theoretical function as follows: ； in , , , For known Given a set of linearly independent continuous functions, take basis functions. , If the index is a basis function, then the expansion is in polynomial form; Pick Point the experimental data and form a system of linear equations: ； ； ； ； in, Indicates the first The data point at the th th The value of a function, , , , This is a vector of experimental observations, corresponding to the measurement result for each data point; Minimize the sum of squared residuals using the least squares criterion ,in , Using the index, the normal equation is derived by taking the partial derivative and setting it to zero. ,in To design the matrix, if If the value is full rank, then Cholesky decomposition is used to solve for the parameters. ; When the theoretical function Undetermined parameters When dealing with nonlinear functions, nonlinear least squares fitting is used, with initial parameter estimates given first. Let the correction value , For indexing, the theoretical function is expanded using Taylor series at the initial value point, omitting terms of second degree and higher: ； in, , For the first The independent variable values ​​for each data point Use the data point index; the partial derivative is calculated at the initial value. The objective function Q is: ； Substituting into the Taylor expansion, minimize Solve for the correction value To form an equation ,in For a Jacobian matrix, the elements are... ; Iterative solution Update parameters Repeat the calculation until the correction value meets the accuracy requirements to achieve the best fit.

9. The method for simulating the operation of a straddle-type monorail vehicle as described in claim 1, characterized in that, The displacement signal import control system includes: The calculated displacement signals of horizontal irregularities, vertical irregularities, and track-direction irregularities are used as inputs to control the vertical excitation actuator to simulate the vertical irregularity disturbance of the track beam, and to control the lateral excitation actuator to simulate the horizontal irregularity and track-direction irregularity disturbance. The vehicle is excited by a rolling vibration simulation device and a lateral vibration simulation device. The rolling vibration simulation device is driven by a vertical excitation actuator to simulate the vertical dynamic load of the track beam, while the lateral vibration simulation device is driven by a lateral excitation actuator to simulate the lateral outward dynamic load of the guide wheel and the stabilizing wheel.

10. A straddle-type monorail vehicle operation simulation test device, characterized in that, The device is used to implement a straddle-type monorail vehicle operation simulation test method as described in any one of claims 1 to 9, comprising: Test bench foundation, reaction frame, traction rod, straddle-type monorail vehicle, loading gantry, axle load simulation actuator, connecting beam, T-slot ground rail, support base, vertical excitation actuator, vertical protection device, rolling vibration simulation device, transmission belt and lateral vibration simulation device. The reaction frame is set at the upper part of both ends of the test bench foundation and connected to the straddle-type monorail vehicle through a traction rod. The vehicle is placed inside the loading gantry, and the axle load simulation actuator applies a vertical load to the vehicle through the connecting beam; The T-shaped groove ground rail is located inside the foundation, and the support base is installed on it. Each support base is equipped with two vertical excitation actuators and a vertical protection device. The vertical excitation actuator supports the rolling vibration simulation device, on which the vehicle's running wheels sit; The rolling vibration simulation device includes a rolling shaft, a rolling shaft support base, and a roller wheel. The roller wheel is connected to the main pulley via a main drive belt. The main pulley is driven by a main drive motor and equipped with a coupling and a brake. The vehicle guide wheel and stabilizing wheel are connected to the lateral vibration simulation device via a transmission belt. The device includes a mounting base, a lateral excitation actuator, a pulley mounting base, a pulley, a universal coupling, a rotary motor, and a tensioning wheel, which is used to adjust the belt tension.

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