Wheel wear simulation methods, devices, equipment and media

Abstract

This application discloses a method, apparatus, equipment, and medium for simulating wheel wear, relating to the field of computer technology. The method includes: establishing a wheel-rail wear model based on finite element software; identifying the contact area between the wheel and rail and the corresponding area within a preset nearby region to obtain the region to be optimized; wherein, in the wear model, the surface of the region to be optimized is divided into multiple initial mesh elements; calculating the wear depth of each mesh node on the initial mesh element based on the wear model; when reconstructing the shape of the initial mesh element along the target direction, controlling the displacement of each mesh node on the initial mesh element along the target direction to be consistent with the corresponding wear depth to obtain the target mesh element; wherein, the target direction is the inner normal direction of the wheel tread; and performing wheel wear simulation using the wear model and according to the target mesh element. This application solves the problem of non-convergence in simulation calculations at large wear depths using traditional methods.

Description

Technical Field

[0001] This invention relates to the field of computer technology, and in particular to a method, apparatus, equipment and medium for simulating wheel wear. Background Technology

[0002] When rail vehicles brake, the wheel-rail adhesion coefficient decreases, which can easily cause wheel lock-up and skidding, resulting in abrasion scars. Simulating the size and depth of these abrasion scars is of great significance for vehicle safety assessment.

[0003] Abaqus (a general-purpose commercial finite element method software) can perform relevant simulations in conjunction with user subroutines, and mesh generation is a fundamental prerequisite for finite element simulation. Specifically, mesh density needs to be adjusted according to the stress-strain gradient: for regions with high stress-strain values ​​and large gradients, a finer mesh is needed to ensure computational accuracy; for regions with low stress-strain values ​​and small gradients, a coarser mesh can be used to improve computational efficiency. The wheel-rail contact zone, as a region where stress and strain are highly concentrated during wheel abrasion, requires a finer mesh. In traditional technical solutions, when the abrasion scar depth is small, the simulation model can well simulate the shape and size of the actual scar; however, when the abrasion scar depth is large, the wear depth of some mesh nodes in the wheel-rail contact zone approaches or even exceeds the size of the corresponding mesh element, resulting in severe mesh distortion and ultimately causing the simulation calculation to fail to converge. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a method, apparatus, equipment, and medium for simulating wheel wear, which solves the problem of non-convergence in simulation calculations at large wear depths using traditional methods. The specific solution is as follows:

[0005] In a first aspect, this application discloses a method for simulating wheel wear, including:

[0006] A wear model of wheel-rail was established based on finite element software.

[0007] The contact area between the wheel and the rail and the area corresponding to its preset nearby area are identified to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial grid units;

[0008] The wear depth of each grid node on the initial grid cell is calculated based on the wear model.

[0009] When reconstructing the shape of the initial mesh unit along the target direction, the displacement of each mesh node on the initial mesh unit along the target direction is controlled to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread;

[0010] Wheel wear simulation is performed using the wear model and according to the target mesh element.

[0011] Optionally, the wheel wear simulation method further includes:

[0012] Determine the preset range of grid cell widths;

[0013] When reconstructing the shape of the initial mesh cell along the target direction, the width of the generated target mesh cell is controlled to be within the preset mesh cell width range.

[0014] Optionally, calculating the wear depth of each grid node on the initial grid cell based on the wear model includes:

[0015] Based on the wear model, the contact compressive stress of each grid node on the initial grid cell and the sliding distance of each grid node relative to the rail are determined.

[0016] The wear depth of each grid node is calculated based on the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail.

[0017] Optionally, calculating the wear depth of each grid node based on the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail includes:

[0018] Based on the target calculation formula, the wear depth of each grid node is calculated according to the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail; wherein, the target calculation formula is:

[0019] ;

[0020] in, The wear depth is represented by k; the wear coefficient is represented by p; and the contact compressive stress of each mesh node is represented by p. This represents the sliding distance of each of the grid nodes relative to the rail.

[0021] Optionally, the wheel wear simulation method further includes:

[0022] Real-time monitoring to determine if any target grid node meets the abnormal node determination criteria; wherein, the abnormal node determination criteria include the contact compressive stress of any target grid node being greater than a preset compressive stress threshold for a first number of consecutive cycles, or the sliding distance of any target grid node relative to the rail being less than a preset sliding threshold for a second number of consecutive cycles.

[0023] If any target grid node satisfies the abnormal node determination condition, then the target grid node is determined to be an abnormal node, and several grid nodes adjacent to the abnormal node are identified.

[0024] Determine the average contact compressive stress of the adjacent grid nodes and the average sliding distance of the adjacent grid nodes relative to the rail;

[0025] The wear depth of the abnormal node is calculated based on the average contact compressive stress and the average sliding distance.

[0026] Optionally, the wheel wear simulation method further includes:

[0027] Obtain the wheel-rail adhesion coefficient under the current simulation conditions;

[0028] If the wheel-rail adhesion coefficient is lower than the preset adhesion threshold, then the wear coefficient is increased.

[0029] Optionally, if the wheel-rail adhesion coefficient is lower than a preset adhesion threshold, the wear coefficient is increased, including:

[0030] If the wheel-rail adhesion coefficient is lower than a preset adhesion threshold, then the percentage difference between the wheel-rail adhesion coefficient and the preset adhesion threshold is calculated; the percentage difference is the ratio of the target difference to the preset adhesion threshold, and the target difference is the difference between the preset adhesion threshold and the wheel-rail adhesion coefficient.

[0031] The wear coefficient is increased according to the percentage of the difference.

[0032] Optionally, the wheel wear simulation method further includes:

[0033] The distortion degree of the target element mesh is monitored by the target program in the finite element software;

[0034] If the degree of distortion is greater than a preset distortion threshold, a morphological reconstruction step for the target mesh cell is triggered; wherein, the preset distortion threshold is a critical value in the mesh quality evaluation standard.

[0035] Secondly, this application discloses a wheel wear simulation device, comprising:

[0036] The wear model building module is used to build a wheel-rail wear model based on finite element software.

[0037] The relevant region identification module is used to identify the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the region to be optimized; wherein, in the wear model, the surface of the region to be optimized is divided into multiple initial grid units;

[0038] The wear depth calculation module is used to calculate the wear depth of each grid node on the initial grid cell based on the wear model;

[0039] The mesh shape reconstruction module is used to control the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth when reconstructing the shape of the initial mesh unit along the target direction, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread;

[0040] The wheel wear simulation module is used to perform wheel wear simulation using the wear model and according to the target mesh unit.

[0041] Thirdly, this application discloses an electronic device, including:

[0042] Memory, used to store computer programs;

[0043] A processor is used to execute the computer program to implement the aforementioned disclosed wheel wear simulation method.

[0044] Fourthly, this application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned wheel wear simulation method.

[0045] As can be seen, this application proposes a wheel wear simulation method, including: establishing a wheel-rail wear model based on finite element software; identifying the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial mesh units; calculating the wear depth of each mesh node on the initial mesh unit based on the wear model; when reconstructing the shape of the initial mesh unit along the target direction, controlling the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread; and performing wheel wear simulation through the wear model and according to the target mesh unit. As can be seen, this application first identifies the contact area between the wheel and the rail and the corresponding area within a preset nearby range to obtain the region to be optimized. Then, it reconstructs the initial mesh cells on the region to be optimized along the target direction and controls the displacement of each mesh node on the initial mesh cell along the target direction to be consistent with the corresponding wear depth. Finally, it performs wheel wear simulation using the wear model and according to the target mesh cell. In other words, by controlling the displacement of the mesh nodes along the target direction to be consistent with the corresponding wear depth, this application enables the target mesh cell to independently bear its own full wear in the target direction, avoiding situations where the wear depth exceeds the mesh cell's bearing capacity, thereby preventing mesh distortion and solving the problem of non-convergence in simulation calculations at large wear depths using traditional methods. Attached Figure Description

[0046] 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0047] Figure 1 This is a flowchart of a wheel wear simulation method disclosed in this application;

[0048] Figure 2 This is a schematic diagram of the initial mesh generation for wheel wear simulation disclosed in this application;

[0049] Figure 3 This is a schematic diagram of mesh generation after simulation reconstruction of wheel wear disclosed in this application;

[0050] Figure 4 This application discloses a simulation comparison diagram of wheel abrasion profile under a specific working condition.

[0051] Figure 5 This is a schematic diagram of the structure of a wheel wear simulation device disclosed in this application;

[0052] Figure 6 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0053] 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.

[0054] It should be noted that during the actual operation of rail vehicles, if there are substances such as oil, water, or ice on the track, the adhesion coefficient between the wheel and rail will be very low. If the vehicle brakes in this situation, the axle can easily lock up due to the braking system, causing the wheels to slide on the track. In this case, a noticeable abrasion scar will form on the wheel surface in contact with the track. Correspondingly, the higher the initial velocity at the time of braking lock-up and the longer the sliding distance, the larger and deeper the abrasion scar will be.

[0055] During simulation, it was found that when the depth of the wheel abrasion scar was ≤0.8mm, the simulation model could simulate the shape and size of the actual scar well. However, when the depth of the abrasion scar was >0.8mm, the model calculation would fail to converge. Although increasing the mesh size in the contact area between the wheel and the rail could improve the convergence to some extent, when the depth of the abrasion scar was >1.5mm, convergence could not be achieved no matter how the mesh size in this area was adjusted.

[0056] Therefore, this application proposes a wheel wear simulation scheme that can solve the problem of non-convergence in simulation calculations of traditional schemes at large wear depths.

[0057] This application discloses a method for simulating wheel wear. See also... Figure 1 As shown, the method includes:

[0058] Step S11: Establish a wear model of wheel-rail based on finite element software.

[0059] In this embodiment, the finite element software used is Abaqus, a general-purpose commercial finite element software. The wear model constructed is a single-wheel-single-rail abrasion simulation model. The wheel is designed as an elastoplastic body to simulate the mechanical characteristics of an actual wheel, while the rail is designed as a rigid body to simplify calculations and reflect the actual working condition where the contact hardness of the rail is generally greater than that of the wheel. During modeling, the cross-sectional profile of the rail is first input. This profile consists of a series of discrete nodes with a node spacing of approximately 0.2 mm. Then, the profile is stretched longitudinally to obtain a rail model of arbitrary length. In the simulation scenario, the rail remains stationary, while the wheel slides relative to the rail.

[0060] Meanwhile, during modeling, the wheel needs to be differentiated into meshes according to the following steps: First, the contact area between the wheel and the rail, and its surrounding area, are designated as the mesh refinement zone. This zone is the core area with high stress and strain values ​​and large gradients during wheel wear, and it is also the main area where wear (i.e., scratches) occur. A fine mesh is required to ensure calculation accuracy. Next, the area far from the contact area is designated as the mesh coarsening zone. This area has low stress and strain values ​​and small gradients, and a coarse mesh can effectively improve calculation efficiency. Finally, a transition zone is set between the mesh refinement zone and the coarsening zone to achieve a smooth transition in mesh size and avoid affecting calculation stability due to abrupt mesh changes. To achieve the above meshing effect, the three-dimensional finite element mesh of the wheel is generated by rotating a two-dimensional mesh circumferentially: the mesh refinement zone and the transition zone use a relatively dense, equal-interval rotation to ensure that the core area mesh is uniform and fine; the mesh coarsening zone uses a relatively coarse, unequal-interval rotation, and the further away from the mesh refinement zone, the larger the rotation interval, resulting in a coarser mesh.

[0061] Step S12: Identify the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial grid units.

[0062] The region to be optimized is the mesh refinement area defined in step S11. The multiple initial mesh cells on the surface of the region to be optimized are the mesh cells formed by finely dividing the mesh refinement area in step S11. Identifying the region to be optimized provides a foundation for subsequent wear depth calculation and mesh morphology reconstruction.

[0063] The region to be optimized includes the contact area between the wheel and the rail and the area corresponding to the preset nearby area. The area corresponding to the preset nearby area is a transitional area that extends outward from the contact area and is directly related to the wear process. Its function is to include the stress transfer and mesh deformation effects of wear into a unified optimization range, so as to avoid convergence problems caused by only optimizing the contact area and ignoring the surrounding area.

[0064] Step S13: Calculate the wear depth of each grid node on the initial grid cell based on the wear model.

[0065] In this embodiment, first, through the UMESHMOTION user subroutine supporting the wear model, read the contact pressure stress of each grid node on the initial grid cell and the sliding distance of each grid node relative to the rail; then, with the contact pressure stress and the sliding distance as the core parameters, combined with the preset wear coefficient, calculate the wear depth of each grid node through the target calculation formula. Among them, the target calculation formula is:

[0066] ;

[0067] Where, represents the wear depth; k represents the wear coefficient ( ); p represents the contact pressure stress of each of the grid nodes; represents the sliding distance of each of the grid nodes relative to the rail.

[0068] It should be explained that the contact pressure stress refers to the pressure stress generated during the contact between the grid node and the rail; the sliding distance of each grid node relative to the rail refers to the displacement length of the grid node relative to the fixed rail during the wheel locking and skidding process; the wear depth is the depth of the abrasion flat scar, also known as the wear amount, which is the loss length of the grid node along the normal direction under the wear effect. This normal direction refers to the inner normal direction of the wheel tread. The wheel tread refers to the annular working surface that directly contacts the rail and is used to carry and transmit power, which is the core area of the contact between the wheel and the rail and is also the main part where the abrasion flat scar is formed.

[0069] Furthermore, continuously monitor whether any target grid node satisfies the abnormal node determination condition; among them, the abnormal node determination condition includes that the contact pressure stress of any target grid node is greater than the preset pressure threshold in a continuous first number of cycles, or the sliding distance of any target grid node relative to the rail is less than the preset sliding threshold in a continuous second number of cycles; if any target grid node satisfies the abnormal node determination condition, then determine the any target grid node as an abnormal node, and determine several grid nodes adjacent to the abnormal node; determine the average value of the contact pressure stress of the adjacent several grid nodes and the average value of the sliding distance of the adjacent several grid nodes relative to the rail; calculate the wear depth of the abnormal node according to the average value of the contact pressure stress and the average value of the sliding distance. In summary, in this embodiment, by identifying the target grid node with abnormal contact pressure stress or sliding distance and determining it as an abnormal node, and using the average value of the contact pressure stress and the average value of the sliding distance of its adjacent grid nodes to calculate the wear depth, it avoids the interference of abnormal data on the calculation accuracy of the wear depth and ensures the reliability of the wear depth data.

[0070] Furthermore, regarding the aforementioned wear coefficient, considering that the wheel-rail adhesion coefficient directly affects the wheel-rail contact friction intensity, the lower the adhesion coefficient, the more severe the friction loss when the wheel locks up and slides, and the wear amount will increase accordingly. However, a fixed wear coefficient cannot adapt to the wear calculation accuracy under different adhesion conditions. Therefore, this embodiment also proposes a method for dynamically adjusting the wear coefficient based on the wheel-rail adhesion coefficient: obtaining the wheel-rail adhesion coefficient under the current simulation condition, which is determined according to the condition of the track surface (such as dry, wet, oily, or icy); if the wheel-rail adhesion coefficient is lower than a preset adhesion threshold (which is set in combination with the actual scenario), the wear coefficient is increased; correspondingly, if the wheel-rail adhesion coefficient is not lower than the preset adhesion threshold, the wear coefficient is kept unchanged. Specifically: if the wheel-rail adhesion coefficient is lower than a preset adhesion threshold, then calculate the percentage difference between the wheel-rail adhesion coefficient and the preset adhesion threshold; this percentage difference is the ratio of a target difference to the preset adhesion threshold, where the target difference is the difference between the preset adhesion threshold and the wheel-rail adhesion coefficient; and increase the wear coefficient according to the percentage difference.

[0071] In one specific implementation, it is assumed that the initial wear coefficient is... The preset adhesion threshold is 0.35. The current simulation condition is that the track surface has water, and the measured wheel-rail adhesion coefficient is 0.175. First, calculate the target difference: 0.35 - 0.175 = 0.175. The difference percentage is 0.175 ÷ 0.35 = 50%. Then, the increased wear coefficient... In this way, the wear coefficient can be dynamically adapted to the wheel-rail adhesion state, improving the accuracy of wear depth calculation under different working conditions, ensuring the consistency of the scratch size with the actual working conditions, and providing more accurate basic data for subsequent mesh morphology reconstruction.

[0072] Step S14: When reconstructing the shape of the initial mesh unit along the target direction, control the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread.

[0073] In this embodiment, when reshaping the initial mesh element along the target direction, the displacement of each mesh node on the initial mesh element along the target direction is controlled to be consistent with the corresponding wear depth. Specifically, the initial mesh element, adapted for conventional stress-strain calculations, typically adopts a conventional shape (quadrilateral or hexahedral element) with an aspect ratio close to 1. Since wear deepens gradually along the normal direction within the wheel tread, the mesh element must have the capacity to bear the wear along this direction to prevent the wear from exceeding the element's bearing capacity or causing cross-element load sharing, thereby preventing mesh distortion. Based on the above analysis, this embodiment proposes that when the displacement of each mesh node along the target direction (the normal direction within the wheel tread) is equal to the wear depth, it essentially involves directional stretching and shape reshaping of the initial mesh element, ultimately forming a long strip structure extending along the normal. This long strip structure can adapt to the unidirectional development characteristics of wear, allowing a single element to independently bear all the wear in its normal direction without relying on adjacent elements, thus avoiding mesh distortion and achieving computational convergence.

[0074] To further improve the convergence and stability of wear calculations, the process of reconstructing the initial mesh elements along the target direction includes: determining a preset mesh element width range; and controlling the width of the generated target mesh elements to be within the preset mesh element width range during the reconstruction of the initial mesh elements along the target direction. Extensive simulations have verified that the preset mesh element width range is preferably 4-6 mm. A width that is too small (e.g., <2 mm) will result in insufficient capacity of the elements to bear wear, easily leading to mesh distortion; a width that is too large (e.g., >8 mm) will reduce the local accuracy of the wear calculation.

[0075] Step S15: Perform wheel wear simulation using the wear model and according to the target mesh element.

[0076] In this embodiment, wheel wear simulation is performed using a wear model and according to the target mesh unit. During the simulation, the software monitors the morphological stability and calculation convergence status of the target mesh unit in real time and can automatically output the following core results: (1) Complete three-dimensional size data of the scratch scar, including length, width and depth (wear depth), and the size is basically consistent with the actual bench test results (such as the test value of 150mm×70mm×8.5mm and the simulation value of 143mm×72mm×8.1mm); (2) Deformation trajectory and wear distribution cloud map of the target mesh unit, clearly showing the development law of wear in each region; (3) Calculation convergence report, which shows that the model can converge stably under the condition of wear depth ≤9mm (verified by a large amount of data simulation), without mesh distortion or calculation interruption problems.

[0077] Furthermore, to avoid affecting convergence due to distortion of the target mesh element caused by certain factors, this embodiment also proposes to monitor the distortion degree of the target mesh element through the target program in the finite element software. If the distortion degree is greater than a preset distortion threshold, a morphological reconstruction step for the target mesh element is triggered. The preset distortion threshold is a critical value in the mesh quality evaluation standard. That is, the mesh quality monitoring program (target program) built into the Abaqus software is called to detect the distortion index of the target mesh element in real time. When the distortion index exceeds the preset distortion threshold, the morphological reconstruction process is triggered. That is, according to the control logic of step S14, the nodal normal displacement of the element is readjusted to ensure it is consistent with the real-time wear depth and to maintain the element width within the preferred range of 4-6 mm until the mesh distortion degree drops below the preset threshold. It should be noted that distortion indices include, but are not limited to, the aspect ratio, warpage, and twist of the target mesh element. The preset distortion threshold is set based on the mesh quality evaluation standard, which is a common criterion for judging mesh effectiveness in the field of finite element simulation. The core of this standard is to evaluate the geometric rationality of the mesh element (such as whether there are defects such as stretching, folding, and twisting) and the effectiveness of mechanical transmission (such as whether it can accurately transmit mechanical parameters such as stress and strain) through quantitative indicators, so as to avoid calculation distortion or convergence failure due to abnormal mesh shape. Specifically, in this scheme, the mesh quality evaluation standard needs to be adapted to the structural characteristics of the elongated target mesh element. For example, the aspect ratio is used to judge whether the element is overstretched. The set critical value (i.e., the preset distortion threshold) needs to ensure that the target mesh element can independently bear the normal wear amount and maintain good calculation stability, ultimately ensuring the simulation convergence and result accuracy under the condition of wear depth ≤9mm.

[0078] Figure 2 The red area in the image serves as the initial mesh unit before reconstruction. Its aspect ratio is close to 1, and it is generally regular and compact, making it suitable for conventional stress and strain calculation scenarios. This type of mesh unit is evenly distributed in the contact area between the wheel and the rail and the surrounding area (the area to be optimized). The fine division ensures the accuracy of the basic calculation, but it is not specifically adapted to the characteristic of wear developing along the normal direction. Figure 3 The red area in the diagram serves as the reconstructed target mesh element. It is elongated and extends directionally along the inner normal direction of the wheel tread, with its length aligned with the wear development direction. Its width is preferably controlled within the range of 4-6 mm. Each elongated element can independently bear the entire wear amount in its normal direction, preventing the wear depth from exceeding the element's bearing capacity or the load from being shared across elements. Its shape better conforms to the unidirectional development of wear, effectively preventing mesh distortion. Furthermore... Figure 2 and Figure 3 The blue areas all correspond to the mesh coarsening areas (i.e., areas far from the contact area).

[0079] To verify the effectiveness of this application in actual engineering scenarios, bench tests and simulations were conducted for comparative verification. The test simulated the braking lock-up condition of a rail vehicle, setting the initial vehicle speed to 160 km / h and simulating the entire process from direct axle lock-up to complete stop. After the test, the actual size of the abrasion scar formed on the wheel surface was measured to be 150 mm (length) × 70 mm (width) × 8.5 mm (depth) using professional testing equipment. Based on the same test parameters, simulation calculations were performed using this application: the mesh of the wheel-rail contact area and surrounding area was reconstructed into elongated strips along the normal direction, with a width set to 5 mm (4-6 mm preferred range), and wear simulation was performed using Abaqus software and the UMESHMOTION user subroutine. The simulated abrasion scar size was 143 mm (length) × 72 mm (width) × 8.1 mm (depth). The comparison shows that the error between the simulation results and the bench test results is within 5%, and the dimensional parameters are highly consistent, verifying the accuracy and reliability of this application in wear simulation. See also Figure 4 As shown, this figure is a comparison of the two-dimensional cross-sectional profile of the wheel tread obtained from simulation calculations. The horizontal axis represents the lateral position of the tread profile (unit: m), and the vertical axis represents the vertical position (unit: m). The purple dashed line in the figure is marked as the "original profile," corresponding to the initial shape of the wheel tread before any scratches occur, while the red solid line is marked as the "scratched profile," corresponding to the tread shape after the simulation results in a scratch scar. The difference in the lateral coverage of the two curves corresponds to the length of the scratch scar (143 mm), and the vertical drop in the core area corresponds to the depth of the scratch scar (8.1 mm), visually presenting the distribution range and degree of indentation of the scratched area, which corroborates the simulation dimensional parameters.

[0080] As can be seen, this application proposes a wheel wear simulation method, including: establishing a wheel-rail wear model based on finite element software; identifying the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial mesh units; calculating the wear depth of each mesh node on the initial mesh unit based on the wear model; when reconstructing the shape of the initial mesh unit along the target direction, controlling the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread; and performing wheel wear simulation through the wear model and according to the target mesh unit. As can be seen, this application first identifies the contact area between the wheel and the rail and the corresponding area within a preset nearby range to obtain the region to be optimized. Then, it reconstructs the initial mesh cells on the region to be optimized along the target direction and controls the displacement of each mesh node on the initial mesh cell along the target direction to be consistent with the corresponding wear depth. Finally, it performs wheel wear simulation using the wear model and according to the target mesh cell. In other words, by controlling the displacement of the mesh nodes along the target direction to be consistent with the corresponding wear depth, this application enables the target mesh cell to independently bear its own full wear in the target direction, avoiding situations where the wear depth exceeds the mesh cell's bearing capacity, thereby preventing mesh distortion and solving the problem of non-convergence in simulation calculations at large wear depths using traditional methods.

[0081] Accordingly, this application also discloses a wheel wear simulation device, see [link to relevant documentation]. Figure 5 As shown, the device includes:

[0082] Wear model construction module 11 is used to build a wheel-rail wear model based on finite element software;

[0083] The relevant area identification module 12 is used to identify the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial grid units;

[0084] Wear depth calculation module 13 is used to calculate the wear depth of each grid node on the initial grid unit based on the wear model;

[0085] The mesh shape reconstruction module 14 is used to control the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth when reconstructing the shape of the initial mesh unit along the target direction, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread.

[0086] The wheel wear simulation module 15 is used to perform wheel wear simulation using the wear model and according to the target mesh unit.

[0087] For more detailed information on the working process of each of the above modules, please refer to the relevant content disclosed in the foregoing embodiments, which will not be repeated here.

[0088] As can be seen, this application proposes a wheel wear simulation method, including: establishing a wheel-rail wear model based on finite element software; identifying the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial mesh units; calculating the wear depth of each mesh node on the initial mesh unit based on the wear model; when reconstructing the shape of the initial mesh unit along the target direction, controlling the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread; and performing wheel wear simulation through the wear model and according to the target mesh unit. As can be seen, this application first identifies the contact area between the wheel and the rail and the corresponding area within a preset nearby range to obtain the region to be optimized. Then, it reconstructs the initial mesh cells on the region to be optimized along the target direction and controls the displacement of each mesh node on the initial mesh cell along the target direction to be consistent with the corresponding wear depth. Finally, it performs wheel wear simulation using the wear model and according to the target mesh cell. In other words, by controlling the displacement of the mesh nodes along the target direction to be consistent with the corresponding wear depth, this application enables the target mesh cell to independently bear its own full wear in the target direction, avoiding situations where the wear depth exceeds the mesh cell's bearing capacity, thereby preventing mesh distortion and solving the problem of non-convergence in simulation calculations at large wear depths using traditional methods.

[0089] Furthermore, embodiments of this application also provide an electronic device. Figure 6 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content of the diagram should not be construed as limiting the scope of this application.

[0090] Figure 6This is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. Specifically, the electronic device 20 may include: at least one processor 21, at least one memory 22, a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the wheel wear simulation method disclosed in any of the foregoing embodiments. Alternatively, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0091] In this embodiment, the power supply 26 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 25 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 24 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0092] Furthermore, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk, or optical disk, etc. The resources stored thereon may include computer programs 221, and the storage method may be temporary storage or permanent storage. The computer programs 221 may include, in addition to computer programs capable of performing the wheel wear simulation method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, computer programs capable of performing other specific tasks.

[0093] Furthermore, embodiments of this application also disclose a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned disclosed wheel wear simulation method.

[0094] For the specific steps of this method, please refer to the relevant content disclosed in the foregoing embodiments, which will not be repeated here.

[0095] The various embodiments in this application are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. For the same or similar parts between the various embodiments, refer to each other. As for the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and relevant parts can be referred to in the method section.

[0096] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0097] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0098] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0099] The above provides a detailed description of the wheel wear simulation method, apparatus, equipment, and storage medium provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for simulating wheel wear, characterized in that, include: A wear model of wheel-rail was established based on finite element software. The contact area between the wheel and the rail and the area corresponding to its preset nearby area are identified to obtain the area to be optimized; wherein, in the wear model, the surface of the area to be optimized is divided into multiple initial grid units; The wear depth of each grid node on the initial grid cell is calculated based on the wear model. When reconstructing the shape of the initial mesh unit along the target direction, the displacement of each mesh node on the initial mesh unit along the target direction is controlled to be consistent with the corresponding wear depth, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread; Wheel wear simulation is performed using the wear model and according to the target mesh element.

2. The wheel wear simulation method according to claim 1, characterized in that, Also includes: Determine the preset range of grid cell widths; When reconstructing the shape of the initial mesh cell along the target direction, the width of the generated target mesh cell is controlled to be within the preset mesh cell width range.

3. The wheel wear simulation method according to claim 1, characterized in that, The calculation of the wear depth of each grid node on the initial grid cell based on the wear model includes: Based on the wear model, the contact compressive stress of each grid node on the initial grid cell and the sliding distance of each grid node relative to the rail are determined. The wear depth of each grid node is calculated based on the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail.

4. The wheel wear simulation method according to claim 3, characterized in that, The calculation of the wear depth of each grid node based on the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail includes: Based on the target calculation formula, the wear depth of each grid node is calculated according to the contact compressive stress of each grid node and the sliding distance of each grid node relative to the rail; wherein, the target calculation formula is: ； in, The wear depth is represented by k; the wear coefficient is represented by p; and the contact compressive stress of each mesh node is represented by p. This represents the sliding distance of each of the grid nodes relative to the rail.

5. The wheel wear simulation method according to claim 4, characterized in that, Also includes: Real-time monitoring to determine if any target grid node meets the abnormal node determination criteria; wherein, the abnormal node determination criteria include the contact compressive stress of any target grid node being greater than a preset compressive stress threshold for a first number of consecutive cycles, or the sliding distance of any target grid node relative to the rail being less than a preset sliding threshold for a second number of consecutive cycles. If any target grid node satisfies the abnormal node determination condition, then the target grid node is determined to be an abnormal node, and several grid nodes adjacent to the abnormal node are identified. Determine the average contact compressive stress of the adjacent grid nodes and the average sliding distance of the adjacent grid nodes relative to the rail; The wear depth of the abnormal node is calculated based on the average contact compressive stress and the average sliding distance.

6. The wheel wear simulation method according to claim 4, characterized in that, Also includes: Obtain the wheel-rail adhesion coefficient under the current simulation conditions; If the wheel-rail adhesion coefficient is lower than the preset adhesion threshold, then the wear coefficient is increased.

7. The wheel wear simulation method according to claim 6, characterized in that, If the wheel-rail adhesion coefficient is lower than a preset adhesion threshold, then the wear coefficient is increased, including: If the wheel-rail adhesion coefficient is lower than a preset adhesion threshold, then the percentage difference between the wheel-rail adhesion coefficient and the preset adhesion threshold is calculated; the percentage difference is the ratio of the target difference to the preset adhesion threshold, and the target difference is the difference between the preset adhesion threshold and the wheel-rail adhesion coefficient. The wear coefficient is increased according to the percentage of the difference.

8. The wheel wear simulation method according to any one of claims 1 to 7, characterized in that, Also includes: The distortion degree of the target element mesh is monitored by the target program in the finite element software; If the degree of distortion is greater than a preset distortion threshold, a morphological reconstruction step for the target mesh cell is triggered; wherein, the preset distortion threshold is a critical value in the mesh quality evaluation standard.

9. A wheel wear simulation device, characterized in that, include: The wear model building module is used to build a wheel-rail wear model based on finite element software. The relevant region identification module is used to identify the contact area between the wheel and the rail and the area corresponding to its preset nearby area range to obtain the region to be optimized; wherein, in the wear model, the surface of the region to be optimized is divided into multiple initial grid units; The wear depth calculation module is used to calculate the wear depth of each grid node on the initial grid cell based on the wear model; The mesh shape reconstruction module is used to control the displacement of each mesh node on the initial mesh unit along the target direction to be consistent with the corresponding wear depth when reconstructing the shape of the initial mesh unit along the target direction, so as to obtain the target mesh unit; wherein, the target direction is the inner normal direction of the wheel tread; The wheel wear simulation module is used to perform wheel wear simulation using the wear model and according to the target mesh unit.

10. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the wheel wear simulation method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, Used to store a computer program; wherein, when the computer program is executed by a processor, it implements the wheel wear simulation method as described in any one of claims 1 to 8.

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