A wheel fatigue assessment method, system, device and computer storage medium

Abstract

This application discloses a wheel fatigue assessment method, system, device, and computer storage medium, relating to the field of rail transit technology. It obtains 3n sets of stress tensors for the wheel; for each of the 3n sets of stress tensors, it generates a first principal stress and a second principal stress, and generates projection values ​​of the first and second principal stresses for the 3n sets of stress tensors. Based on the projection values, it generates a candidate range of maximum principal stresses corresponding to the set of stress tensors; it selects the candidate range of maximum principal stresses with the largest value as the target range of maximum principal stresses for the wheel; it performs fatigue assessment on the wheel based on the target range of maximum principal stresses, generating assessment results; wherein, the 3n sets of stress tensors include the stress field of the wheel after sequentially bearing straight, curved, and turnout loads on n cross-sections. This method can screen out a more accurate target range of maximum principal stresses, compensating for the screening omissions in the maximum principal stress method of the EN13979 standard, and achieving higher accuracy.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and more specifically, to a wheel fatigue assessment method, system, device, and computer storage medium. Background Technology

[0002] In the rail transit industry, as an unsprung component of rail vehicles, the strength verification of wheels is a crucial step before they are put into actual production and use. The maximum principal stress method in the EN13979 standard can be used for wheel strength verification.

[0003] However, the algorithm used in the maximum principal stress method in the EN13979 standard only selects the maximum first principal stress, the maximum second principal stress, and two other related principal stresses. But these principal stresses cannot completely guarantee the maximum range of principal stresses. That is, the maximum range of principal stresses may not come from these four principal stress ranges, resulting in poor accuracy of wheel fatigue assessment.

[0004] In conclusion, how to accurately assess wheel fatigue is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a wheel fatigue assessment method, which can, to some extent, solve the technical problem of how to accurately assess wheel fatigue. This application also provides a wheel fatigue assessment system, electronic equipment, and a computer-readable storage medium.

[0006] To achieve the above objectives, this application provides the following technical solution: A method for assessing wheel fatigue includes: Obtain 3n sets of stress tensors for the wheel; For each of the 3n stress tensors, the first principal stress and the second principal stress of the stress tensor are generated, the projection values ​​of the 3n stress tensors at the first principal stress and the second principal stress are generated, and the candidate range of the maximum principal stress corresponding to the stress tensor is generated based on the projection values. The candidate range of the maximum principal stress with the largest value is taken as the target range of the maximum principal stress of the wheel; A fatigue assessment of the wheel is performed based on the maximum principal stress target range, and an assessment result is generated. Among them, the 3n sets of stress tensors include the stress field after the wheel successively bears straight, curved and turnout loads on n cross sections.

[0007] In an exemplary embodiment, generating the maximum principal stress candidate range corresponding to the group stress tensor based on the projection value includes: The minimum value among the projection values ​​of the 3n stress tensors onto the first principal stress is taken as the first candidate value; The minimum value among the projection values ​​of the 3n stress tensors onto the second principal stress is taken as the second candidate value; Generate a first difference between the first principal stress and the first candidate value; Generate a second difference between the second principal stress and the second candidate value; The maximum value between the first difference and the second difference is taken as the candidate range of the maximum principal stress corresponding to this set of stress tensors.

[0008] In an exemplary embodiment, the step of performing a fatigue assessment on the wheel based on the maximum principal stress target range and generating an assessment result includes: Obtain the set fatigue critical value; In response to the maximum principal stress target range being greater than or equal to the fatigue critical value, an assessment result characterizing fatigue damage to the wheel is generated; If the maximum principal stress target range is less than the fatigue critical value, an assessment result characterizing the wheel as being in a safe condition is generated.

[0009] In an exemplary embodiment, obtaining the 3n sets of stress tensors of the wheel includes: Determine n cross-sections at equal intervals on the circumference of the wheel; Starting from the first section among n sections and ending at the last section, apply a linear load condition to the section and generate the stress field of the wheel; apply a curved load condition to the section and generate the stress field of the wheel; apply a turnout load condition to the section and generate the stress field of the wheel. All stress fields of the wheel are treated as 3n sets of stress tensors.

[0010] A wheel fatigue assessment system, comprising: The stress tensor acquisition module is used to acquire 3n sets of stress tensors for the wheel. The candidate range generation module is used to generate the first principal stress and the second principal stress of each stress tensor in the 3n groups of stress tensors, generate the projection values ​​of the 3n groups of stress tensors at the first principal stress and the second principal stress, and generate the candidate range of the maximum principal stress corresponding to the group of stress tensors based on the projection values. The target range generation module is used to select the candidate range of the maximum principal stress with the largest value as the target range of the maximum principal stress of the wheel. The fatigue assessment module is used to perform fatigue assessment on the wheel based on the maximum principal stress target range and generate assessment results. Among them, the 3n sets of stress tensors include the stress field after the wheel successively bears straight, curved and turnout loads on n cross sections.

[0011] In an exemplary embodiment, the candidate range generation module includes: The first candidate value determination unit is used to take the minimum value among the projection values ​​of the 3n stress tensors onto the first principal stress as the first candidate value; The second candidate value determination unit is used to take the minimum value among the projection values ​​of the 3n stress tensors onto the second principal stress as the second candidate value; The first difference generation unit is used to generate a first difference between the first principal stress and the first candidate value; The second difference generation unit is used to generate a second difference between the second principal stress and the second candidate value; The candidate range generation unit is used to take the maximum value between the first difference and the second difference as the candidate range of the maximum principal stress corresponding to the stress tensor of this group.

[0012] In an exemplary embodiment, the fatigue assessment module includes: The critical value acquisition unit is used to acquire the set fatigue critical value; The first fatigue assessment unit is used to generate an assessment result characterizing fatigue damage to the wheel in response to the maximum principal stress target range being greater than or equal to the fatigue critical value. The second fatigue assessment unit is used to generate an assessment result characterizing that the wheel is in a safe state in response to the maximum principal stress target range being less than the fatigue critical value.

[0013] In an exemplary embodiment, the stress tensor acquisition module includes: The cross-section determination unit is used to determine n cross-sections at equal intervals on the circumference of the wheel; The stress field acquisition unit is used to apply linear load conditions to the cross-sections and generate the stress field of the wheels, apply curved load conditions to the cross-sections and generate the stress field of the wheels, and apply turnout load conditions to the cross-sections and generate the stress field of the wheels, starting from the first cross-section among n cross-sections and ending at the last cross-section. The stress tensor acquisition unit is used to take all the stress fields of the wheel as 3n sets of stress tensors.

[0014] An electronic device, comprising: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of any of the wheel fatigue assessment methods described above.

[0015] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of any of the wheel fatigue assessment methods described above.

[0016] This application provides a wheel fatigue assessment method, which obtains 3n sets of stress tensors for the wheel; for each set of stress tensors, a first principal stress and a second principal stress of the set of stress tensors are generated, and projection values ​​of the first principal stress and the second principal stress of the 3n sets of stress tensors are generated. Based on the projection values, a candidate range of the maximum principal stress corresponding to the set of stress tensors is generated; the candidate range of the maximum principal stress with the largest value is taken as the target range of the maximum principal stress of the wheel; fatigue assessment of the wheel is performed according to the target range of the maximum principal stress, and an assessment result is generated; wherein, the 3n sets of stress tensors include the stress field of the wheel after bearing straight, curved and turnout loads on n cross sections in sequence. In this application, the stress field of a wheel under straight, curved, and turnout loads on n cross-sections can comprehensively and accurately simulate the dynamic stress changes of the wheel during actual operation. Using this for fatigue assessment can provide a scientific basis for wheel fatigue evaluation. Furthermore, based on the first and second principal stresses of each stress tensor and their projection values ​​onto the principal stresses, a candidate range of the maximum principal stress under each stress tensor is generated. Compared to the maximum principal stress method in the EN13979 standard, which only generates four principal stress ranges, this provides a more comprehensive and detailed candidate range. This allows for the selection of a more accurate target range of the maximum principal stress, compensating for the screening omissions in the maximum principal stress method of the EN13979 standard and improving the accuracy of rail wheel fatigue assessment. The wheel fatigue assessment system, electronic equipment, and computer-readable storage medium provided in this application also solve the corresponding technical problems. Attached Figure Description

[0017] 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.

[0018] Figure 1 A flowchart of a wheel fatigue assessment method provided in this application embodiment; Figure 2 This is a schematic diagram of the maximum principal stress fatigue assessment according to the EN13979 standard. Figure 3 This is a matrix diagram of wheel data under plane stress. Figure 4 This is a schematic diagram of the structure of a wheel fatigue assessment system provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application; Figure 6 This is another structural schematic diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] 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.

[0020] Please see Figure 1 , Figure 1 This is a flowchart of a wheel fatigue assessment method provided in an embodiment of this application.

[0021] This application provides a wheel fatigue assessment method, which may include the following steps: Step S101: Obtain 3n sets of stress tensors for the wheel. The 3n sets of stress tensors include the stress field after the wheel is subjected to straight, curved and turnout loads on n cross sections in sequence.

[0022] In practical applications, 3n sets of stress tensors can be obtained first for subsequent fatigue assessment of the wheel. A stress tensor is a mathematical representation of a stress state. In three-dimensional space, it requires nine components (three normal stress components and six shear stress components, of which only three are independent). In two-dimensional space, it requires four components (two normal stress components and two shear stress components, of which only one is independent). Fatigue mainly occurs on the structural surface, generally resulting in a two-dimensional stress state, also known as a plane stress tensor. The 3n sets of stress tensors include the stress field of the wheel after it has successively carried straight, curved, and turnout loads on n cross-sections. The value of n can be flexibly determined according to the application scenario. Specifically, if n is too small, the 3n sets of stress tensors will be too few, leading to inaccurate wheel assessment. If n is too large, the 3n sets of stress tensors will be too large, increasing resource consumption while enhancing the accuracy of wheel assessment. Therefore, the value of n can be determined by comprehensively considering assessment accuracy and resource consumption. Furthermore, the wheel can be any type of rail transit wheel, etc., without specific limitations.

[0023] In an exemplary embodiment, considering the characteristics of the wheel, if the n cross-sections are concentrated at a certain point on the wheel, the 3n sets of stress tensors can only reflect the stress information at that point on the wheel, and cannot comprehensively reflect the stress information of the wheel, which will lead to a decrease in the accuracy of wheel fatigue assessment. To avoid this situation, in the process of obtaining the 3n sets of stress tensors of the wheel, n cross-sections can be determined at equal intervals on the circumference of the wheel so as to collect the stress information of the wheel more comprehensively in the future. Starting from the first cross-section among the n cross-sections and ending at the last cross-section, a linear load condition is applied to the cross-section and the stress field of the wheel is generated; a curved load condition is applied to the cross-section and the stress field of the wheel is generated; a turnout load condition is applied to the cross-section and the stress field of the wheel is generated; all the stress fields of the wheel are used as the 3n sets of stress tensors.

[0024] Step S102: For each of the 3n stress tensors, generate the first principal stress and the second principal stress of the stress tensor in this group, generate the projection values ​​of the first principal stress and the second principal stress of the 3n stress tensors, and generate the candidate range of the maximum principal stress corresponding to the stress tensor in this group based on the projection values.

[0025] In practical applications, the maximum principal stress method in the EN13979 standard calculates the stress change at the wheel evaluation node according to the stress change formula. , Then, based on the allowable stress range provided by the EN13979 standard, it is determined which nodes and locations do not meet the requirements.

[0026] The formula for stress change is: ; in, The largest stress tensor among all load conditions ; The largest stress tensor among all load conditions ; In order to be in The largest under the current working conditions ,For example If it occurs in a curved operating condition, then... The largest among all curved working conditions ; In order to be in The largest under the current working conditions ,For example If it occurs in a curved operating condition, then... The largest among all curved working conditions ; To direct the 3n sets of stress tensors to The minimum value among the projected values ​​after directional projection; To direct the 3n sets of stress tensors to The minimum value among the projected values ​​after directional projection; To direct the 3n sets of stress tensors to The minimum value among the projected values ​​after directional projection; To direct the 3n sets of stress tensors to The minimum value among the projected values ​​after directional projection; Indicates the first principal stress. Let represent the second principal stress. For the first and second principal stresses, if there is only normal stress and no shear stress on a certain inclined plane, then this inclined plane is called the principal plane, the corresponding normal stress is called the principal stress, and the corresponding direction is called the principal direction. In the plane state, two principal stresses can be calculated. There is also a principal stress that is always 0. Since this stress state does not change during the fatigue cycle, it will not affect the fatigue and can therefore be ignored. Arrange the two principal stresses in descending order of their algebraic values ​​as the first principal stress and the second principal stress.

[0027] However, the maximum principal stress range does not necessarily fall within the four principal stress ranges mentioned in the EN13979 standard, such as... Figure 2 As shown, the EN13979 standard may omit the maximum principal stress range, leading to inaccurate wheel assessment. To address this issue, this application generates the first and second principal stresses for each of the 3n stress tensors, and then generates projection values ​​of the first and second principal stresses for the 3n stress tensors. Based on these projection values, the corresponding maximum principal stress candidate range is generated. In this way, the 3n stress tensors will have 3n maximum principal stress candidate ranges, and since the projection values ​​of each stress tensor have 3n... There are 2, so the candidate range for the maximum principal stress in each group has passed through 3n. The two comparisons show that, compared to the EN13979 standard which only provides four candidate ranges, a more comprehensive and detailed candidate range can be provided, which facilitates accurate subsequent wheel fatigue assessment.

[0028] In an exemplary embodiment, during the process of generating the candidate range of the maximum principal stress corresponding to the stress tensor of the current set based on the projection values, the minimum value among the projection values ​​of the first principal stress of the 3n sets of stress tensors can be used as the first candidate value; the minimum value among the projection values ​​of the second principal stress of the 3n sets of stress tensors can be used as the second candidate value; a first difference between the first principal stress and the first candidate value is generated; a second difference between the second principal stress and the second candidate value is generated; since both the first candidate value and the second candidate value are minimum projection values, which are less than the first principal stress and the second principal stress, both the first difference and the second difference are greater than zero. At this time, it is sufficient to use the maximum value among the first difference and the second difference as the candidate range of the maximum principal stress corresponding to the current set of stress tensors.

[0029] Step S103: Select the candidate range of the maximum principal stress with the largest value as the target range of the maximum principal stress of the wheel.

[0030] In practical applications, after obtaining the candidate range of the maximum principal stress corresponding to each set of stress tensors, the candidate range of the maximum principal stress with the largest value can be used as the target range of the maximum principal stress of the wheel. That is, the 3n sets of candidate ranges of the maximum principal stress need to be compared, and the maximum value among them is used as the target range of the maximum principal stress of the wheel.

[0031] Step S104: Perform fatigue assessment on the wheel based on the target range of maximum principal stress and generate assessment results.

[0032] In practical applications, after determining the target range of the maximum principal stress of the wheel, fatigue assessment of the wheel can be carried out based on the target range of the maximum principal stress, and assessment results can be generated to provide solid support for the lightweight design, safety assessment and life prediction of the wheel structure.

[0033] In an exemplary embodiment, fatigue assessment of the wheel is performed based on the target range of the maximum principal stress. During the process of generating the assessment results, a set fatigue critical value can be obtained. The fatigue critical value can be flexibly determined according to the application requirements of the wheel. In response to the target range of the maximum principal stress being greater than or equal to the fatigue critical value, an assessment result characterizing fatigue damage to the wheel is generated. At this time, it can be considered that the structural design of the wheel does not meet the requirements. In response to the target range of the maximum principal stress being less than the fatigue critical value, an assessment result characterizing the wheel being in a safe state is generated. At this time, it can be considered that the structural design of the wheel meets the requirements.

[0034] This application provides a wheel fatigue assessment method, which obtains 3n sets of stress tensors for the wheel; for each set of stress tensors, a first principal stress and a second principal stress of the set of stress tensors are generated, and projection values ​​of the first principal stress and the second principal stress of the 3n sets of stress tensors are generated. Based on the projection values, a candidate range of the maximum principal stress corresponding to the set of stress tensors is generated; the candidate range of the maximum principal stress with the largest value is taken as the target range of the maximum principal stress of the wheel; fatigue assessment of the wheel is performed according to the target range of the maximum principal stress, and an assessment result is generated; wherein, the 3n sets of stress tensors include the stress field of the wheel after bearing straight, curved and turnout loads on n cross sections in sequence. In this application, the stress field of a wheel under straight, curved, and turnout load conditions on n cross sections can comprehensively and accurately simulate the dynamic stress changes of the wheel during actual operation. If used for fatigue assessment, it can provide a scientific basis for wheel fatigue assessment. Furthermore, based on the first and second principal stresses of each set of stress tensors and their projection values ​​on the principal stresses, a candidate range of the maximum principal stress under each set of stress tensors needs to be generated. Compared with the maximum principal stress method in the EN13979 standard, which only generates four principal stress ranges, this can provide a more comprehensive and detailed candidate range. This allows for the selection of a more accurate target range of the maximum principal stress, making up for the screening omissions in the maximum principal stress method in the EN13979 standard and improving the accuracy of rail wheel fatigue assessment.

[0035] To verify the effectiveness of the wheel fatigue assessment in this application, we now assume that the wheel data under planar stress conditions are as follows: Figure 3 As shown, this data set is in 54×4 matrix form. Each row represents a load case, and every three rows represent the load case of a cross-section. Each cross-section has three load cases: straight line, curve, and turnout. The four columns in each row represent the plane stress tensor under a load case. The maximum stress method in the EN13979 standard is used for calculation. , , , The values ​​are 334.6901, 74.2393, 334.6901, and 74.2393 respectively. Therefore, according to EN13979 standard, the maximum stress range value is 334.6901. Based on the scheme of this application, the maximum range value is calculated to be... The value is 389.0446.

[0036] Assuming the allowable value given in the EN13979 standard is 360, the value obtained by the EN13979 standard method meets the design requirements. However, the value calculated by the proposed solution does not meet the design requirements, indicating that the EN13979 standard design has shortcomings. Therefore, the proposed solution can more comprehensively evaluate wheel design and provide more reasonable technical support for the lightweighting of rail transit equipment. Furthermore, using the above example as a reference, it can be seen that with 3 load conditions, 18 loading angles, and 2 principal stresses per condition, there are 108 possible principal stresses that can be examined. Each principal stress has approximately 54 corresponding projected values. Therefore, the overall calculation volume and complexity of this application are not large, the implementation logic is simpler and easier to understand, and the proposed solution can capture the high-stress range that is currently overlooked by the EN13979 standard, resulting in higher accuracy.

[0037] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a wheel fatigue assessment system provided in an embodiment of this application.

[0038] This application provides a wheel fatigue assessment system, which may include: The stress tensor acquisition module 101 is used to acquire 3n sets of stress tensors of the wheel; The candidate range generation module 102 is used to generate the first principal stress and the second principal stress of each stress tensor in the 3n groups of stress tensors, generate the projection values ​​of the first principal stress and the second principal stress of the 3n groups of stress tensors, and generate the candidate range of the maximum principal stress corresponding to the stress tensor based on the projection values. The target range generation module 103 is used to select the candidate range of the maximum principal stress with the largest value as the target range of the maximum principal stress of the wheel. The fatigue assessment module 104 is used to perform fatigue assessment on the wheel based on the target range of maximum principal stress and generate assessment results. Among them, the 3n sets of stress tensors include the stress field after the wheel successively bears straight, curved and turnout loads on n cross sections.

[0039] This application provides a wheel fatigue assessment system, wherein the candidate range generation module may include: The first candidate value determination unit is used to take the minimum value among the projection values ​​of the first principal stress of the 3n sets of stress tensors as the first candidate value; The second candidate value determination unit is used to take the minimum value among the projection values ​​of the second principal stress of the 3n sets of stress tensors as the second candidate value; The first difference generation unit is used to generate the first difference between the first principal stress and the first candidate value; The second difference generation unit is used to generate the second difference between the second principal stress and the second candidate value; The candidate range generation unit is used to take the maximum value of the first difference and the second difference as the candidate range of the maximum principal stress corresponding to the stress tensor of this group.

[0040] This application provides a wheel fatigue assessment system, wherein the fatigue assessment module may include: The critical value acquisition unit is used to acquire the set fatigue critical value; The first fatigue assessment unit is used to generate assessment results characterizing fatigue damage to the wheel in response to the maximum principal stress target range being greater than or equal to the fatigue critical value. The second fatigue assessment unit is used to generate an assessment result characterizing the wheel as being in a safe state if the target range of the maximum principal stress is less than the fatigue critical value.

[0041] This application provides a wheel fatigue assessment system, wherein the stress tensor acquisition module may include: The cross-section determination unit is used to determine n cross-sections at equal intervals on the circumference of the wheel; The stress field acquisition unit is used to apply linear load conditions to the cross-sections and generate the stress field of the wheels, apply curved load conditions to the cross-sections and generate the stress field of the wheels, and apply turnout load conditions to the cross-sections and generate the stress field of the wheels, starting from the first cross-section among n cross-sections and ending at the last cross-section. The stress tensor acquisition unit is used to take all the stress fields of the wheel as 3n sets of stress tensors.

[0042] This application also provides an electronic device and a computer-readable storage medium, both of which have the corresponding effects of the wheel fatigue assessment method provided in the embodiments of this application. Please refer to... Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0043] An electronic device provided in this application includes a memory 201 and a processor 202. The memory 201 stores a computer program, and the processor 202 executes the computer program to implement the steps of the wheel fatigue assessment method described in any of the above embodiments.

[0044] Please see Figure 6Another electronic device provided in this application embodiment may further include: an input port 203 connected to the processor 202 for transmitting commands input from the outside to the processor 202; a display unit 204 connected to the processor 202 for displaying the processing results of the processor 202 to the outside; and a communication module 205 connected to the processor 202 for enabling communication between the electronic device and the outside. The display unit 204 may be a display panel, a laser scanning display, etc.; the communication method adopted by the communication module 205 includes, but is not limited to, Mobile High-Definition Link (MHL), Universal Serial Bus (USB), High-Definition Multimedia Interface (HDMI), wireless connection: Wireless Fidelity (WiFi), Bluetooth communication technology, Bluetooth Low Energy communication technology, and communication technology based on IEEE 802.11s.

[0045] This application provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the steps of the wheel fatigue assessment method described in any of the above embodiments.

[0046] The computer-readable storage media involved in this application include random access memory (RAM), memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs (compact disc read-only memory), or any other form of storage media known in the art.

[0047] This application provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the wheel fatigue assessment method described in any of the above embodiments.

[0048] For descriptions of relevant parts of the wheel fatigue assessment system, electronic device, and computer-readable storage medium provided in this application's embodiments, please refer to the detailed description of the corresponding parts in the wheel fatigue assessment method provided in this application's embodiments; they will not be repeated here. Furthermore, parts of the technical solutions provided in this application that are consistent with the implementation principles of corresponding technical solutions in the prior art have not been described in detail to avoid excessive elaboration.

[0049] It should also 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.

[0050] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for assessing wheel fatigue, characterized in that, include: Obtain 3n sets of stress tensors for the wheel; For each of the 3n stress tensors, the first principal stress and the second principal stress of the stress tensor are generated, the projection values ​​of the 3n stress tensors at the first principal stress and the second principal stress are generated, and the candidate range of the maximum principal stress corresponding to the stress tensor is generated based on the projection values. The candidate range of the maximum principal stress with the largest value is taken as the target range of the maximum principal stress of the wheel; A fatigue assessment of the wheel is performed based on the maximum principal stress target range, and an assessment result is generated. Among them, the 3n sets of stress tensors include the stress field after the wheel successively bears straight, curved and turnout loads on n cross sections.

2. The method according to claim 1, characterized in that, The process of generating the maximum principal stress candidate range corresponding to the group stress tensor based on the projection value includes: The minimum value among the projection values ​​of the 3n stress tensors onto the first principal stress is taken as the first candidate value; The minimum value among the projection values ​​of the 3n stress tensors onto the second principal stress is taken as the second candidate value; Generate a first difference between the first principal stress and the first candidate value; Generate a second difference between the second principal stress and the second candidate value; The maximum value between the first difference and the second difference is taken as the candidate range of the maximum principal stress corresponding to this set of stress tensors.

3. The method according to claim 1, characterized in that, The fatigue assessment of the wheel based on the maximum principal stress target range, and the generation of assessment results, include: Obtain the set fatigue critical value; In response to the maximum principal stress target range being greater than or equal to the fatigue critical value, an assessment result characterizing fatigue damage to the wheel is generated; If the maximum principal stress target range is less than the fatigue critical value, an assessment result characterizing the wheel as being in a safe condition is generated.

4. The method according to claim 1, characterized in that, The acquisition of the 3n sets of stress tensors of the wheel includes: Determine n cross-sections at equal intervals on the circumference of the wheel; Starting from the first section among n sections and ending at the last section, apply a linear load condition to the section and generate the stress field of the wheel; apply a curved load condition to the section and generate the stress field of the wheel; apply a turnout load condition to the section and generate the stress field of the wheel. All stress fields of the wheel are treated as 3n sets of stress tensors.

5. A wheel fatigue assessment system, characterized in that, include: The stress tensor acquisition module is used to acquire 3n sets of stress tensors for the wheel. The candidate range generation module is used to generate the first principal stress and the second principal stress of each stress tensor in the 3n groups of stress tensors, generate the projection values ​​of the 3n groups of stress tensors at the first principal stress and the second principal stress, and generate the candidate range of the maximum principal stress corresponding to the group of stress tensors based on the projection values. The target range generation module is used to select the candidate range of the maximum principal stress with the largest value as the target range of the maximum principal stress of the wheel. The fatigue assessment module is used to perform fatigue assessment on the wheel based on the maximum principal stress target range and generate assessment results. Among them, the 3n sets of stress tensors include the stress field after the wheel successively bears straight, curved and turnout loads on n cross sections.

6. The system according to claim 5, characterized in that, The candidate range generation module includes: The first candidate value determination unit is used to take the minimum value among the projection values ​​of the 3n stress tensors onto the first principal stress as the first candidate value; The second candidate value determination unit is used to take the minimum value among the projection values ​​of the 3n stress tensors onto the second principal stress as the second candidate value; The first difference generation unit is used to generate a first difference between the first principal stress and the first candidate value; The second difference generation unit is used to generate a second difference between the second principal stress and the second candidate value; The candidate range generation unit is used to take the maximum value between the first difference and the second difference as the candidate range of the maximum principal stress corresponding to the stress tensor of this group.

7. The system according to claim 5, characterized in that, The fatigue assessment module includes: The critical value acquisition unit is used to acquire the set fatigue critical value; The first fatigue assessment unit is used to generate an assessment result characterizing fatigue damage to the wheel in response to the maximum principal stress target range being greater than or equal to the fatigue critical value. The second fatigue assessment unit is used to generate an assessment result characterizing that the wheel is in a safe state in response to the maximum principal stress target range being less than the fatigue critical value.

8. The system according to claim 5, characterized in that, The stress tensor acquisition module includes: The cross-section determination unit is used to determine n cross-sections at equal intervals on the circumference of the wheel; The stress field acquisition unit is used to apply linear load conditions to the cross-sections and generate the stress field of the wheels, apply curved load conditions to the cross-sections and generate the stress field of the wheels, and apply turnout load conditions to the cross-sections and generate the stress field of the wheels, starting from the first cross-section among n cross-sections and ending at the last cross-section. The stress tensor acquisition unit is used to take all the stress fields of the wheel as 3n sets of stress tensors.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the wheel fatigue assessment method as described in any one of claims 1 to 4.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the wheel fatigue assessment method as described in any one of claims 1 to 4.

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