Vehicle derailment safety protection action range optimization method, system and device

Abstract

The invention discloses a vehicle derailment safety protection action range optimization method, system and device. The vehicle derailment safety protection action range optimization method comprises the steps that a collision situation vehicle-track coupling dynamic model is determined according to a conventional vehicle-track coupling dynamic model and a vehicle-mounted equipment model after collision; in the collision situation vehicle-line coupling dynamic model, applying a constraint between the vehicle-mounted equipment and the line component; selecting an iterative optimization parameter of the target tuning parameter from the feasible region of the target tuning parameter; according to the iterative optimization parameters, determining simulation data of the optimization target; and according to the simulation data and the approximation test value of the optimization target, determining a simulation error, and comparing the simulation error with a comparison threshold to determine whether an iterative optimization parameter meets a requirement or not, so that a vehicle derailment safety protection action range operation model is obtained, and the contact behavior of a vehicle-mounted part and a line after the vehicle derailment can be represented.

Description

Technical Field

[0001] This application relates to the field of rail transit safety technology, and more specifically, to a method, system, and device for optimizing the safety protection range for vehicle derailment. Background Technology

[0002] After a train derails, the collision sequence, behavior, and force of onboard equipment such as brake discs, gearboxes, and motors on the bogies with track components vary. Currently, low-speed half-vehicle or full-vehicle tests are commonly used. The test point layout and testing process are cumbersome and costly. It is difficult to accurately characterize the contact behavior between onboard components and track after a derailment. Consequently, it is even more difficult to determine the safety protection range of onboard components after adding derailment protection devices, making it difficult to guarantee the safety of the vehicle after a derailment.

[0003] In summary, how to change the current situation where it is difficult to determine and characterize the energy distribution of collisions between onboard equipment and track components, thus making it difficult to maximize the effective range of anti-derailment devices added to rail vehicles, is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method for optimizing the safety protection domain of vehicle derailment. This method is used to establish a high-precision calculation model of the safety protection domain of vehicle derailment, which can accurately characterize the contact behavior between on-board components and the track after vehicle derailment, laying the foundation for maximizing the domain.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] A method for optimizing the safety protection domain for vehicle derailment includes:

[0007] Obtain a conventional vehicle-line coupling dynamics model and a post-collision on-board equipment model, and determine a collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the post-collision on-board equipment model.

[0008] In the vehicle-line coupled dynamics model of the collision scenario, constraints are applied between the on-board equipment and the line components;

[0009] Obtain derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters;

[0010] Based on the iterative optimization parameters of the target tuning parameters, the simulation data of the optimization target are determined;

[0011] Obtain a comparison threshold, determine the simulation error based on the simulation data of the optimization target and the approximation experimental value of the optimization target, and compare the simulation error with the comparison threshold;

[0012] If the simulation error is less than the comparison threshold, the iterative optimization parameters of the target tuning parameters are output to obtain the vehicle derailment safety protection domain operation model.

[0013] If the simulation error is greater than or equal to the comparison threshold, the iterative optimization parameters of the target tuning parameters are iteratively updated, and the simulation calculation is repeated until the simulation error is less than the comparison threshold.

[0014] Preferred options also include:

[0015] Obtain the sleeper acceleration range and the test speed range, select several simulated test speeds from the test speed range, and select several simulated sleeper accelerations from the sleeper acceleration range;

[0016] Based on the simulated test speed and the simulated sleeper acceleration, the motion posture and force conditions of the rail vehicle before and after derailment are determined in the calculation model of the derailment safety protection domain, so as to determine the domain of the derailment protection device.

[0017] Adjust the design variables of the protection device in the vehicle derailment safety protection domain calculation model to expand the domain of the derailment protection device.

[0018] Preferably, determining the collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the post-collision on-board equipment model includes:

[0019] Based on the partial structural features of the part of the on-board equipment model that collides with the line components in the post-collision on-board equipment model, the model of the on-board equipment in the conventional vehicle-line coupling dynamics model is adjusted.

[0020] Preferably, the optimization objectives include:

[0021] Displacement of the axle box, collision load of the axle box, collision load of the brake disc, and collision load of the gearbox.

[0022] Preferably, the comparison threshold is the sum of errors corresponding to several optimization targets.

[0023] Preferably, before iteratively updating the iterative optimization parameters of the target tuning parameters and repeatedly performing simulation calculations, the method further includes:

[0024] Get the maximum number of iterations;

[0025] The iterative update of the target tuning parameters and the repeated simulation calculations further include:

[0026] If the simulation error is still not less than the comparison threshold after the number of iterations equals the upper limit of the number of iterations, then the iteration stops.

[0027] Preferably, the target tuning parameters include:

[0028] Type of contact pair between bodies, contact stiffness, contact penetration amount, and contact friction coefficient.

[0029] Preferably, after the iterative optimization parameters of the output target tuning parameters, the following are also included:

[0030] Based on the iterative optimization parameters of the output target tuning parameters, the simulation data for determining the optimization target is repeated until the step of comparing the simulation error with the comparison threshold is performed again;

[0031] The redefined simulation error is compared with the comparison threshold;

[0032] If the redefined simulation error is less than the comparison threshold, then the accuracy and stability of the vehicle derailment safety protection domain optimization method meet the standards.

[0033] If the redefined simulation error is greater than or equal to the comparison threshold, then the accuracy and stability of the vehicle derailment safety protection domain optimization method are not up to standard.

[0034] A vehicle derailment safety protection range optimization system includes:

[0035] The model processing unit is used to acquire a conventional vehicle-line coupling dynamics model and a vehicle-mounted equipment model after a collision, and to determine a collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the vehicle-mounted equipment model after a collision.

[0036] The parameter determination unit is used to acquire derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters.

[0037] The simulation unit is connected to the model processing unit and the parameter determination unit, and is used to apply constraints between the vehicle-mounted equipment and the line components in the collision scenario vehicle-line coupling dynamics model, and determine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters;

[0038] The post-processing unit is connected to the parameter determination unit and the simulation unit, and is used to obtain a comparison threshold. Based on the simulation data of the optimization target and the approximation experimental value of the optimization target, it determines the simulation error, compares the simulation error with the comparison threshold, and outputs the iterative optimization parameters of the target tuning parameters when the simulation error is less than the comparison threshold. Alternatively, when the simulation error is greater than or equal to the comparison threshold, it outputs the comparison result to the parameter determination unit, so that it iteratively updates the iterative optimization parameters of the target tuning parameters, and repeats the simulation calculation until the simulation error is less than the comparison threshold.

[0039] Preferably, the vehicle derailment safety protection area optimization system further includes:

[0040] The model generation unit is connected to the post-processing unit and the simulation unit. It is used to receive the collision scenario vehicle-line coupled dynamics model after the simulation unit applies constraints, and the iterative optimization parameters of the target tuning parameters output by the post-processing unit. It also generates a vehicle derailment safety protection domain operation model, which is the collision scenario vehicle-line coupled dynamics model simulated using the iterative optimization parameters of the target tuning parameters.

[0041] Preferably, the vehicle derailment safety protection area optimization system further includes:

[0042] The scope calculation unit, connected to the model generation unit, is used to acquire the sleeper acceleration range and the test speed range, select several simulated test speeds from the test speed range, and select several simulated sleeper accelerations from the sleeper acceleration range; and is used to determine the motion posture and force conditions of the rail vehicle before and after derailment in the vehicle derailment safety protection scope calculation model based on the simulated test speeds and the simulated sleeper accelerations, so as to determine the scope of the derailment protection device.

[0043] Preferably, the vehicle derailment safety protection area optimization system further includes:

[0044] The design variable acquisition unit is connected to the scope operation unit and the model generation unit. It is used to acquire the design variables of the protective device, adjust the protective device in the vehicle derailment safety protection scope operation model according to the design variables of the protective device, and transmit the adjusted model to the scope operation unit.

[0045] Preferably, the parameter determination unit is further configured to obtain the upper limit of the number of iterations, and during the process of iteratively updating the iterative optimization parameters of the target tuning parameters and repeatedly performing simulation calculations, when the number of iterations equals the upper limit of the number of iterations, the iterative update of the iterative optimization parameters of the target tuning parameters is stopped.

[0046] Preferably, the vehicle derailment safety protection area optimization system further includes:

[0047] The verification unit is connected to the post-processing unit and the parameter determination unit, and is used to feed back the iterative optimization parameters of the target tuning parameters output by the post-processing unit to the parameter determination unit.

[0048] The parameter determination unit is further configured to receive the iterative optimization parameters of the target tuning parameters output by the verification unit, so that the simulation unit can redetermine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters, and the post-processing unit can redetermine the simulation data of the optimization target based on the redetermined simulation data of the optimization target.

[0049] The verification unit is further configured to determine the simulation error based on the approximation test value of the optimization target and the simulation data of the redefined optimization target, and compare the redefined simulation error with the comparison threshold; if the redefined simulation error is less than the comparison threshold, the accuracy and stability of the vehicle derailment safety protection area optimization method meet the standards; if the redefined simulation error is greater than or equal to the comparison threshold, the accuracy and stability of the vehicle derailment safety protection area optimization method do not meet the standards.

[0050] A vehicle derailment safety protection range optimization device, comprising:

[0051] Memory, used to store computer programs;

[0052] A processor, configured to, when executing a computer program, implement the steps of the vehicle derailment safety protection domain optimization method as described in any one of claims 1-8.

[0053] Preferably, the processor is installed in the host computer system and connected to the derailment test system to acquire derailment test data.

[0054] Preferably, the processor is connected to the database of the host computer system to obtain conventional vehicle-line coupling dynamics models and vehicle-mounted equipment models after a collision from the database.

[0055] Preferably, the memory is a computer-readable storage medium that is connectable to and disconnectable from the processor, the processor is connected to a display device, and the display device is used to display the optimized derailment protection device's effective area.

[0056] In this application, a vehicle derailment dynamics model is first established. Specifically, based on the on-board equipment model after a collision, the conventional vehicle-line coupling dynamics model is adjusted to obtain a collision scenario vehicle-line coupling dynamics model, which includes at least the assembly model of the bogie of the rail vehicle involved in the collision, as well as the undercarriage rails, fasteners, sleepers, and track slabs.

[0057] Next, a vehicle derailment contact collision model is established. Specifically, based on the vehicle-track coupling dynamics model in the collision scenario, the contact relationship between the on-board equipment (equipment carried by the rail vehicle during operation) and the track is established after derailment.

[0058] Then, the existing derailment test data (or derailment test results) are obtained to determine the approximate test values ​​for each optimization objective. Then, the feasible region of the target optimization parameters is determined based on the approximate test values ​​for each optimization objective. In turn, the alternative optimization parameters of the target optimization parameters can be selected in the feasible region of the target optimization parameters so that an iterative calculation can be performed in the subsequent iteration.

[0059] Finally, model verification and optimization are performed. Specifically, based on existing derailment test data, the target tuning parameters in the already constrained collision scenario vehicle-line coupled dynamics model are optimized to achieve the optimization goal. That is, the iterative optimization parameters of the target tuning parameters are applied to the already constrained collision scenario vehicle-line coupled dynamics model, and simulation is performed. After obtaining the simulation results, the simulation results are compared with the comparison threshold, and different processing is performed according to the judgment result. This multi-objective collaborative optimization method with minimal differences is used to improve the prediction accuracy of the simulation model.

[0060] In summary, by using this method to establish a high-precision operational domain model for vehicle derailment safety protection, the contact behavior between on-board components and the track after vehicle derailment can be accurately characterized, laying the foundation for maximizing the operational domain. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of this application 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0062] Figure 1 Flowcharts of specific embodiments provided in this application;

[0063] Figure 2 This is a schematic diagram illustrating the effective area of ​​the protective device in a specific embodiment provided in this application. Detailed Implementation

[0064] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0065] The core of this application is to provide a method, system, and device for optimizing the safety protection domain of vehicle derailment. This method establishes a high-precision computational model of the safety protection domain of vehicle derailment, which can accurately characterize the contact behavior between on-board components and the track after vehicle derailment, laying the foundation for maximizing the domain.

[0066] This application provides a method for optimizing the effective range of vehicle derailment safety protection, including the following steps:

[0067] Step S11: Obtain the conventional vehicle-track coupling dynamics model and the on-board equipment model after the collision. Based on the conventional vehicle-track coupling dynamics model and the on-board equipment model after the collision, determine the collision scenario vehicle-track coupling dynamics model. It should be noted that the "conventional vehicle-track coupling dynamics model" refers to the assembly model of the rail vehicle before the collision, including at least the rail vehicle bogie, undercarriage rails, fasteners, sleepers, and track slabs; the "on-board equipment model after the collision" refers to the three-dimensional model of the rail vehicle after the collision, including at least the rail vehicle bogie.

[0068] This can be understood as establishing a vehicle derailment dynamics model. Specifically, based on the on-board equipment model after a collision, the conventional vehicle-line coupled dynamics model is adjusted to obtain a collision scenario vehicle-line coupled dynamics model, which includes at least the assembly model of the bogie of the rail vehicle involved in the collision, as well as the undercarriage rails, fasteners, sleepers, and track slabs.

[0069] Step S12: In the collision scenario vehicle-line coupled dynamics model, apply constraints between the on-board equipment and the line components.

[0070] This can be understood as establishing a vehicle derailment contact collision model. Specifically, based on the vehicle-track coupling dynamics model in a collision scenario, it establishes the contact relationship between the onboard equipment (equipment carried by the rail vehicle during operation) and the track after derailment.

[0071] In some specific embodiments, the on-board equipment includes a brake disc, a motor, a gearbox, and a derailment protection device. Based on this, the contact relationship between the on-board equipment and the track can include the contact relationship between the brake disc and the track, the motor and the track, the gearbox and the track, the derailment protection device and the track, the wheel and the track, the wheel and the fastener, the wheel and the sleeper, and the wheel and the track slab.

[0072] Step S13: Obtain derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters.

[0073] Understandable, for reference Figure 1 To explain, firstly, existing derailment test data (or derailment test results) are obtained to determine the approximate test values ​​for each optimization objective. Then, for the target tuning parameters, the feasible region of the target tuning parameters is determined based on the approximate test values ​​of each optimization objective. Subsequently, the alternative optimization parameters of the target tuning parameters can be selected from the feasible region of the target tuning parameters to perform an iterative calculation in step S14.

[0074] In some embodiments, step S13 further includes: obtaining the target to be optimized. It is understood that the specific optimization target is first determined when using this method for multi-objective optimization, and then the approximation test value of the optimization target is determined in a targeted manner. Preferably, the target to be optimized includes multiple collision loads of the rail vehicle, such as axle box displacement and collision load of the axle box, collision load of the brake disc, and collision load of the gearbox.

[0075] In some embodiments, step S13 further includes: obtaining target tuning parameters. It is understood that the specific target tuning parameters are first determined when using this method for multi-objective optimization, and then the feasible domain of the target tuning parameters is determined accordingly. Preferably, the target tuning parameters include the contact pair type between bodies, contact stiffness, contact intrusion amount, and contact friction coefficient.

[0076] Step S14: Determine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters; obtain the comparison threshold; determine the simulation error based on the simulation data of the optimization target and the approximation test value of the optimization target; compare the simulation error with the comparison threshold; if the simulation error is less than the comparison threshold, output the iterative optimization parameters of the target tuning parameters to obtain the vehicle derailment safety protection domain calculation model; if the simulation error is greater than or equal to the comparison threshold, iteratively update the iterative optimization parameters of the target tuning parameters and repeat the simulation calculation until the simulation error is less than the comparison threshold.

[0077] This can be understood as model verification and optimization. Specifically, based on existing derailment test data, and targeting the optimization objective, the objective tuning parameters in the collision scenario vehicle-line coupled dynamics model with constraints applied in step S12 are optimized. That is, the iterative optimization parameters of the objective tuning parameters are applied to the collision scenario vehicle-line coupled dynamics model with constraints applied in step S12. After simulation is run and the simulation results are obtained, the simulation results are compared with a comparison threshold. Different processing is performed based on the judgment result to achieve a multi-objective collaborative optimization method with minimal differences, thereby improving the prediction accuracy of the simulation model. In summary, steps S11 to S14 above are used to optimize and obtain a high-precision vehicle derailment safety protection domain calculation model.

[0078] Based on the above embodiments, the following steps are also included:

[0079] Step S21: Obtain the sleeper acceleration range and the test speed range. Select several simulated test speeds from the test speed range and several simulated sleeper accelerations from the sleeper acceleration range. Based on the simulated test speeds and simulated sleeper accelerations, determine the motion posture and force conditions of the rail vehicle before and after derailment in the vehicle derailment safety protection action domain calculation model, so as to determine the action domain of the derailment protection device.

[0080] This can be understood as the calculation of the derailment protection device's effective range. Specifically, based on the high-precision vehicle derailment safety protection effective range calculation model determined in steps S11-S14 above, the sleeper acceleration (track excitation) range and test speed range are first obtained. Values ​​within these two ranges are then selected as the simulation test speed and simulation sleeper acceleration, used in the next simulation to obtain the motion attitude and force conditions of the rail vehicle before and after derailment. Then, the process of iteratively determining the motion attitude and force conditions of the rail vehicle before and after derailment in the vehicle derailment safety protection effective range calculation model based on the simulation test speed and simulation sleeper acceleration is performed to obtain the derailment protection device's effective range. It should be explained that the aforementioned derailment protection device's effective range refers to the safe and feasible domain that can provide protection (without failure), allowing the rail vehicle to operate safely. Figure 2 As shown.

[0081] Step S22: Adjust the design variables of the protection device in the vehicle derailment safety protection scope calculation model to expand the scope of the derailment protection device.

[0082] This can be understood as optimizing the effective range of the derailment protection device. Specifically, in this step, the design variables of the protection device are changed, such as its installation location, material properties, and structural dimensions, with the effective range of the derailment protection device as the optimization target. After the changes, step S21 is performed again to obtain the optimized effective range of the derailment protection device, thereby maximizing its effective range as much as possible. Figure 2 As shown. In summary, steps S21 to S22 above are used to calculate and determine the scope of the derailment protection device using a high-precision vehicle derailment safety protection scope calculation model, and then optimize it.

[0083] In some specific embodiments, the collision scenario vehicle-line coupling dynamics model is determined based on the conventional vehicle-line coupling dynamics model and the vehicle-on-board equipment model after the collision, including: adjusting the vehicle-on-board equipment model in the conventional vehicle-line coupling dynamics model based on some structural features of the part that collides with the track components in the vehicle-on-board equipment model after the collision.

[0084] Understandably, instead of replacing the original 3D model of the corresponding vehicle equipment in the conventional vehicle-line coupled dynamics model with the vehicle equipment model after the collision, the structural features of the vehicle equipment model that collided with the under-vehicle wiring components in the conventional vehicle-line coupled dynamics model are adjusted.

[0085] Based on the above embodiments, the comparison threshold is the sum of errors corresponding to several optimization targets.

[0086] Understandably, if the type of comparison threshold obtained is as described above, then before comparing with the comparison threshold in step S14, it is necessary to first compare the simulation results corresponding to each optimization objective in the simulation results with the approximate experimental values ​​of the optimization objectives to determine the simulation error of each optimization objective; on this basis, the simulation errors of each optimization objective are then summed and compared with the comparison threshold.

[0087] Based on the above embodiments, before iteratively updating the iterative optimization parameters of the target tuning parameters and repeating the simulation calculation, the method further includes: obtaining the upper limit of the number of iterations;

[0088] The iterative optimization parameters of the target tuning parameters are updated iteratively, and the simulation calculation is repeated. It also includes stopping the iteration if the simulation error is still not less than the comparison threshold after the number of iterations equals the upper limit of the number of iterations.

[0089] Understandable, for reference Figure 1 As explained, to improve optimization efficiency, an upper limit for the number of iterations is set. During iterative optimization when the simulation error is greater than or equal to the comparison threshold, if the simulation result is still greater than or equal to the comparison threshold when the number of iterations is equal to the upper limit, the iteration is stopped, and further processing such as verification and parameter adjustment can be performed.

[0090] Based on the above embodiment, after step S14, step S15 is also included: after outputting the iterative optimization parameters of the target tuning parameters, according to the iterative optimization parameters of the output target tuning parameters, the simulation data for determining the optimization target is re-performed until the simulation error is compared with the comparison threshold.

[0091] The redefined simulation error is compared with the comparison threshold;

[0092] If the redefined simulation error is less than the comparison threshold, the accuracy and stability of the vehicle derailment safety protection action domain optimization method meet the standards.

[0093] If the redefined simulation error is greater than or equal to the comparison threshold, the accuracy and stability of the vehicle derailment safety protection domain optimization method are not up to standard.

[0094] Understandable, for reference Figure 1 As explained, after obtaining the iterative optimization parameters of the target tuning parameters that meet the error requirements using this method, the output iterative optimization parameters of the target tuning parameters are fed back to step S14 to perform simulation and obtain simulation data. Then, it is determined whether the simulation error is still less than the comparison threshold after re-simulation, so as to determine whether the accuracy and stability of the method meet the standards.

[0095] In addition to the above-mentioned method for optimizing the vehicle derailment safety protection domain, this application also provides a system that applies the vehicle derailment safety protection domain optimization method disclosed in the above embodiments. The vehicle derailment safety protection domain optimization system includes:

[0096] The model processing unit is used to acquire the conventional vehicle-line coupling dynamics model and the on-board equipment model after a collision, and to determine the collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the on-board equipment model after a collision; it can be understood as being used to execute step S11 in the above-mentioned vehicle derailment safety protection domain optimization method.

[0097] The parameter determination unit is used to acquire derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters; it can be understood as being used to execute step S13 in the above-mentioned vehicle derailment safety protection action domain optimization method.

[0098] The simulation unit is connected to the model processing unit and the parameter determination unit. It is used to apply constraints between the on-board equipment and the track components in the vehicle-track coupling dynamics model under the collision scenario, and to determine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters. It can be understood as a part of the process of determining the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters in steps S12 and S14 of the above-mentioned vehicle derailment safety protection action domain optimization method.

[0099] The post-processing unit, connected to the parameter determination unit and the simulation unit, is used to obtain a comparison threshold. Based on the simulation data and approximate experimental values ​​of the optimization target, it determines the simulation error and compares it with the comparison threshold. If the simulation error is less than the comparison threshold, it outputs the iterative optimization parameters for the target tuning parameters; otherwise, if the simulation error is greater than or equal to the comparison threshold, it outputs the comparison result to the parameter determination unit, causing it to iteratively update the iterative optimization parameters for the target tuning parameters. This simulation calculation is repeated until the simulation error is less than the comparison threshold. This can be understood as the process of comparing with the comparison threshold in step S14 of the above-mentioned vehicle derailment safety protection range optimization method.

[0100] Based on the above embodiments, the vehicle derailment safety protection range optimization system further includes:

[0101] The model generation unit, connected to the post-processing unit and the simulation unit, receives the collision scenario vehicle-line coupled dynamics model after constraints are applied by the simulation unit, and the iterative optimization parameters of the target tuning parameters output by the post-processing unit; and generates a vehicle derailment safety protection domain operation model, which is a collision scenario vehicle-line coupled dynamics model simulated using the iterative optimization parameters of the target tuning parameters.

[0102] The model generation unit uses the collision scenario vehicle-line coupling dynamics model processed by the post-processing unit and the iterative optimization parameters of the target tuning parameters output by the simulation unit to determine the operational model of the vehicle derailment safety protection domain.

[0103] Based on the above embodiments, the vehicle derailment safety protection range optimization system further includes:

[0104] The scope calculation unit, connected to the model generation unit, is used to acquire the sleeper acceleration range and the test speed range. It selects several simulated test speeds from the test speed range and several simulated sleeper accelerations from the sleeper acceleration range. Based on the simulated test speeds and simulated sleeper accelerations, it determines the motion posture and force conditions of the rail vehicle before and after derailment in the vehicle derailment safety protection scope calculation model, thereby determining the scope of the derailment protection device. This can be understood as executing step S21 in the corresponding embodiment of the above-described vehicle derailment safety protection scope optimization method.

[0105] Based on the above embodiments, the vehicle derailment safety protection range optimization system further includes:

[0106] The design variable acquisition unit is connected to the scope operation unit and the model generation unit. It is used to acquire the design variables of the protective device, adjust the protective device in the scope operation model of vehicle derailment safety protection according to the design variables of the protective device, and transmit the adjusted device to the scope operation unit.

[0107] This can be understood as steps S21 and S22 in the corresponding embodiment of the above-mentioned vehicle derailment safety protection domain optimization method, first obtaining the design variables of the new protection device, which are used to adjust the protection device in the original vehicle derailment safety protection domain calculation model, and then using the adjusted vehicle derailment safety protection domain calculation model to calculate the derailment protection device domain corresponding to the new protection device configuration.

[0108] Based on the above embodiments, the parameter determination unit is also used to obtain the upper limit of the number of iterations, and during the process of iteratively updating the iterative optimization parameters of the target tuning parameters and repeatedly performing simulation calculations, when the number of iterations equals the upper limit of the number of iterations, the iterative optimization parameters of the target tuning parameters are stopped from being iteratively updated.

[0109] This embodiment of the vehicle derailment safety protection domain optimization system corresponds to the embodiment of setting an upper limit for the number of iterations in the above-mentioned vehicle derailment safety protection domain optimization method. That is, it adds the function of a parameter determination unit so that it can perform the step of setting the upper limit for iterations.

[0110] Based on the above embodiments, the vehicle derailment safety protection range optimization system further includes:

[0111] The verification unit is connected to the post-processing unit and the parameter determination unit, and is used to feed back the iterative optimization parameters of the target tuning parameters output by the post-processing unit to the parameter determination unit.

[0112] The parameter determination unit is also used to receive the iterative optimization parameters of the target tuning parameters output by the verification unit, so that the simulation unit can redetermine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters, and the post-processing unit can redetermine the simulation data of the optimization target based on the redetermined simulation data of the optimization target.

[0113] The verification unit is also used to determine the simulation error based on the approximation test value of the optimization target and the simulation data of the redefined optimization target, and compare the redefined simulation error with the comparison threshold. If the redefined simulation error is less than the comparison threshold, the accuracy and stability of the vehicle derailment safety protection domain optimization method meet the standards. If the redefined simulation error is greater than or equal to the comparison threshold, the accuracy and stability of the vehicle derailment safety protection domain optimization method do not meet the standards.

[0114] This can be understood as step S15 of the corresponding embodiment of the above-mentioned vehicle derailment safety protection domain optimization method.

[0115] In addition to the aforementioned method and system for optimizing the vehicle derailment safety protection area, this application also provides a vehicle derailment safety protection area optimization device, which includes:

[0116] Memory, used to store computer programs;

[0117] The processor is configured to implement the steps of the vehicle derailment safety protection domain optimization method disclosed in the above embodiments when executing a computer program.

[0118] The storage device can be any of the following: read-only memory, flash memory, hard disk, solid-state drive, optical disk, or portable storage device.

[0119] Based on the above embodiments, the processor is set in the host computer system and connected to the derailment test system to acquire derailment test data.

[0120] The signal connection between the processor and the derailment test system can be wired or wireless.

[0121] Based on the above embodiments, the processor is connected to the database of the host computer system to obtain the conventional vehicle-line coupling dynamics model and the vehicle-mounted equipment model after a collision from the database.

[0122] The signal connection between the processor and the database can be wired or wireless.

[0123] Based on the above embodiments, the memory is a computer-readable storage medium that is connectable to and disconnectable from the processor, the processor is connected to a display device, and the display device is used to display the optimized derailment protection device's effective area. (See attached...) Figure 2 As shown.

[0124] It should be noted that the relational terms such as "first" and "second" mentioned above are only used to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities; the terms "upper surface," "lower surface," "top," and "bottom" and the directional terms "upper," "lower," "left," and "right" mentioned above are defined based on the accompanying drawings in the specification.

[0125] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0126] The above provides a detailed description of the vehicle derailment safety protection domain optimization method and system provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and its core ideas. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. A method for optimizing the effective domain of vehicle derailment safety protection, characterized in that, include: Obtain a conventional vehicle-line coupling dynamics model and a post-collision on-board equipment model, and determine a collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the post-collision on-board equipment model. In the vehicle-line coupled dynamics model of the collision scenario, constraints are applied between the on-board equipment and the line components; Obtain derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters; Based on the iterative optimization parameters of the target tuning parameters, the simulation data of the optimization target are determined; Obtain a comparison threshold, determine the simulation error based on the simulation data of the optimization target and the approximation experimental value of the optimization target, and compare the simulation error with the comparison threshold; If the simulation error is less than the comparison threshold, the iterative optimization parameters of the target tuning parameters are output to obtain the vehicle derailment safety protection domain operation model. If the simulation error is greater than or equal to the comparison threshold, the iterative optimization parameters of the target tuning parameters are iteratively updated, and the simulation calculation is repeated until the simulation error is less than the comparison threshold.

2. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, Also includes: Obtain the sleeper acceleration range and the test speed range, select several simulated test speeds from the test speed range, and select several simulated sleeper accelerations from the sleeper acceleration range; Based on the simulated test speed and the simulated sleeper acceleration, the motion posture and force conditions of the rail vehicle before and after derailment are determined in the calculation model of the derailment safety protection domain, so as to determine the domain of the derailment protection device. Adjust the design variables of the protection device in the vehicle derailment safety protection domain calculation model to expand the domain of the derailment protection device.

3. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, The step of determining the collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the post-collision on-board equipment model includes: Based on the partial structural features of the part of the on-board equipment model that collides with the line components in the post-collision on-board equipment model, the model of the on-board equipment in the conventional vehicle-line coupling dynamics model is adjusted.

4. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, The optimization objectives include: Displacement of the axle box, collision load of the axle box, collision load of the brake disc, and collision load of the gearbox.

5. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, The comparison threshold is the sum of errors corresponding to several optimization objectives.

6. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, Before iteratively updating the target tuning parameters and repeating the simulation calculation, the method further includes: Get the maximum number of iterations; The iterative update of the target tuning parameters and the repeated simulation calculations further include: If the simulation error is still not less than the comparison threshold after the number of iterations equals the upper limit of the number of iterations, then the iteration stops.

7. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, The target tuning parameters include: Type of contact pair between bodies, contact stiffness, contact penetration amount, and contact friction coefficient.

8. The method for optimizing the effective range of vehicle derailment safety protection according to claim 1, characterized in that, Following the iterative optimization parameters of the output target tuning parameters, the following also includes: Based on the iterative optimization parameters of the output target tuning parameters, the simulation data for determining the optimization target is repeated until the step of comparing the simulation error with the comparison threshold is performed again; The redefined simulation error is compared with the comparison threshold; If the redefined simulation error is less than the comparison threshold, then the accuracy and stability of the vehicle derailment safety protection domain optimization method meet the standards. If the redefined simulation error is greater than or equal to the comparison threshold, then the accuracy and stability of the vehicle derailment safety protection domain optimization method are not up to standard.

9. A vehicle derailment safety protection action domain optimization system, characterized in that, include: The model processing unit is used to acquire a conventional vehicle-line coupling dynamics model and a vehicle-mounted equipment model after a collision, and to determine a collision scenario vehicle-line coupling dynamics model based on the conventional vehicle-line coupling dynamics model and the vehicle-mounted equipment model after a collision. The parameter determination unit is used to acquire derailment test data, determine the approximation test value of the optimization target based on the derailment test data, determine the feasible region of the target tuning parameters based on the approximation test value of the optimization target, and select the iterative optimization parameters of the target tuning parameters from the feasible region of the target tuning parameters. The simulation unit is connected to the model processing unit and the parameter determination unit, and is used to apply constraints between the vehicle-mounted equipment and the line components in the collision scenario vehicle-line coupling dynamics model, and determine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters; The post-processing unit is connected to the parameter determination unit and the simulation unit, and is used to obtain a comparison threshold. Based on the simulation data of the optimization target and the approximation experimental value of the optimization target, it determines the simulation error, compares the simulation error with the comparison threshold, and outputs the iterative optimization parameters of the target tuning parameters when the simulation error is less than the comparison threshold. Alternatively, when the simulation error is greater than or equal to the comparison threshold, it outputs the comparison result to the parameter determination unit, so that it iteratively updates the iterative optimization parameters of the target tuning parameters, and repeats the simulation calculation until the simulation error is less than the comparison threshold.

10. The vehicle derailment safety protection action domain optimization system according to claim 9, characterized in that, The vehicle derailment safety protection action area optimization system also includes: The model generation unit is connected to the post-processing unit and the simulation unit. It is used to receive the collision scenario vehicle-line coupled dynamics model after the simulation unit applies constraints, and the iterative optimization parameters of the target tuning parameters output by the post-processing unit. It also generates a vehicle derailment safety protection domain operation model, which is the collision scenario vehicle-line coupled dynamics model simulated using the iterative optimization parameters of the target tuning parameters.

11. The vehicle derailment safety protection action domain optimization system according to claim 10, characterized in that, The vehicle derailment safety protection action area optimization system also includes: The scope calculation unit, connected to the model generation unit, is used to acquire the sleeper acceleration range and the test speed range, select several simulated test speeds from the test speed range, and select several simulated sleeper accelerations from the sleeper acceleration range; and is used to determine the motion posture and force conditions of the rail vehicle before and after derailment in the vehicle derailment safety protection scope calculation model based on the simulated test speeds and the simulated sleeper accelerations, so as to determine the scope of the derailment protection device.

12. The vehicle derailment safety protection action domain optimization system according to claim 11, characterized in that, The vehicle derailment safety protection action area optimization system also includes: The design variable acquisition unit is connected to the scope operation unit and the model generation unit. It is used to acquire the design variables of the protective device, adjust the protective device in the vehicle derailment safety protection scope operation model according to the design variables of the protective device, and transmit the adjusted model to the scope operation unit.

13. The vehicle derailment safety protection action domain optimization system according to claim 9, characterized in that, The parameter determination unit is also used to obtain the upper limit of the number of iterations, and during the process of iteratively updating the iterative optimization parameters of the target tuning parameters and repeatedly performing simulation calculations, when the number of iterations equals the upper limit of the number of iterations, the iterative update of the iterative optimization parameters of the target tuning parameters is stopped.

14. The vehicle derailment safety protection action domain optimization system according to claim 9, characterized in that, The vehicle derailment safety protection action area optimization system also includes: The verification unit is connected to the post-processing unit and the parameter determination unit, and is used to feed back the iterative optimization parameters of the target tuning parameters output by the post-processing unit to the parameter determination unit. The parameter determination unit is further configured to receive the iterative optimization parameters of the target tuning parameters output by the verification unit, so that the simulation unit can redetermine the simulation data of the optimization target based on the iterative optimization parameters of the target tuning parameters, and the post-processing unit can redetermine the simulation data of the optimization target based on the redetermined simulation data of the optimization target. The verification unit is further configured to determine the simulation error based on the approximation test value of the optimization target and the simulation data of the redefined optimization target, and compare the redefined simulation error with the comparison threshold; if the redefined simulation error is less than the comparison threshold, the accuracy and stability of the vehicle derailment safety protection area optimization method meet the standards; if the redefined simulation error is greater than or equal to the comparison threshold, the accuracy and stability of the vehicle derailment safety protection area optimization method do not meet the standards.

15. A device for optimizing the effective range of vehicle derailment safety protection, characterized in that, include: Memory, used to store computer programs; A processor, configured to, when executing a computer program, implement the steps of the vehicle derailment safety protection domain optimization method as described in any one of claims 1-8.

16. The vehicle derailment safety protection range optimization device according to claim 15, characterized in that, The processor is installed in the host computer system and connected to the derailment test system to acquire derailment test data.

17. The vehicle derailment safety protection range optimization device according to claim 16, characterized in that, The processor is connected to the database of the host computer system to obtain the conventional vehicle-line coupling dynamics model and the vehicle-mounted equipment model after a collision from the database.

18. The vehicle derailment safety protection range optimization device according to claim 17, characterized in that, The memory is a computer-readable storage medium that is connectable to and disconnectable from the processor. The processor is connected to a display device, which is used to display the optimized derailment protection device's effective area.

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