A rail transit vehicle vibration noise suppression method, device, equipment and medium

Abstract

The application discloses a rail transit vehicle vibration noise suppression method, device, equipment and medium, and relates to the field of vehicle vibration and noise reduction. The method comprises the following steps: constructing a global excitation frequency information set and a subsystem inherent frequency information set; performing global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify a resonance risk frequency band in a whole vehicle system of the rail transit vehicle, and formulating a global frequency avoidance strategy according to the resonance risk frequency band; and adjusting structure parameters of each target subsystem in the whole vehicle system of the rail transit vehicle by using the global frequency avoidance strategy to complete a noise suppression operation on the whole vehicle system of the rail transit vehicle. By performing global coupling matching analysis on the excitation frequency information set and the subsystem inherent frequency information set, the problem that single component analysis cannot identify whole vehicle level resonance risks caused by coupling effects between subsystems is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration reduction and noise reduction, and particularly to a method, device, equipment and medium for suppressing vibration and noise in rail transit vehicles. Background Technology

[0002] As rail transit equipment rapidly develops towards higher speeds and lighter weights, while the structure of vehicle bodies and key components is being optimized and upgraded, vehicle vibration and noise problems are becoming increasingly prominent. Vibration and noise levels directly determine passenger comfort and also affect the environmental friendliness of vehicle operation, becoming a key technical issue restricting the high-quality development of rail transit equipment.

[0003] Most current noise suppression technologies only analyze the frequency response characteristics of single systems or independent components such as the car body, bogie, and traction motor, and cannot achieve global and system-wide frequency optimization, making it difficult to completely solve the global vibration and noise problem of rail transit vehicles. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a method, apparatus, device, and medium for suppressing vibration and noise in rail transit vehicles. This method solves the problem that single-component analysis cannot identify the vehicle-level resonance risk caused by the coupling effects between factors between systems by performing a global coupling matching analysis of the excitation frequency information set and the subsystem's inherent frequency information set. The specific solution is as follows: In a first aspect, this application discloses a method for suppressing vibration and noise in rail transit vehicles, comprising: The excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range are collected to construct a global excitation frequency information set. The inherent frequency characteristics of each target subsystem in the overall rail transit vehicle system are obtained to construct a subsystem inherent frequency information set; A global coupling matching analysis is performed on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and a global frequency avoidance strategy is formulated based on the resonance risk frequency band. The global frequency avoidance strategy is used to adjust the structural parameters of each target subsystem in the rail transit vehicle system to complete the noise suppression operation of the rail transit vehicle system.

[0005] Optionally, the acquisition of the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range includes: Establish a mapping relationship between excitation frequency and vehicle speed to obtain the theoretical distribution curve of excitation frequency across the entire speed range; Based on the frequency change gradient of the theoretical distribution curve of the excitation frequency over the entire speed range, multiple characteristic speed points are selected, and the rail transit vehicle system is sampled at each characteristic speed point at a target sampling frequency to obtain the excitation frequency characteristics of the rail transit vehicle system over the entire speed range; the characteristic speed points include the speed inflection points of the rail transit vehicle system during the start-up, operation, and braking phases.

[0006] Optionally, obtaining the inherent frequency characteristics of each target subsystem in the overall rail transit vehicle system includes: Based on the installation method, constraint position, and connection stiffness of each target subsystem in its actual assembly state, a simulation fixture is designed, and the target subsystem is installed on the simulation fixture for bench testing to obtain the corresponding bench test results; the bench test results include the initial frequency characteristics of each target subsystem. A vehicle coupled finite element model is established, and the bench test results are cross-validated with the simulation results corresponding to the vehicle coupled finite element model. The initial frequency characteristics are then corrected based on the corresponding cross-validation results to obtain the inherent frequency characteristics of each target subsystem.

[0007] Optionally, the step of performing global coupling matching analysis on the global excitation frequency information set and the subsystem's inherent frequency information set to identify resonance risk frequency bands in the rail transit vehicle system includes: The deviation between the natural frequency and the corresponding excitation frequency of each target subsystem is calculated one by one, and the frequency range in which the deviation value falls within the preset threshold range is marked as the resonance risk frequency band.

[0008] Optionally, the step of formulating a global frequency avoidance strategy based on the resonant risk frequency band includes: With the goal of minimizing the global resonance risk of the entire rail transit vehicle system, a multi-objective optimization model is constructed, which includes the frequency deviation between the excitation frequency and the natural frequency of each objective subsystem, the cost of structural modification, and the constraints of vehicle dynamic performance. The multi-objective optimization model is solved using a hierarchical progressive principle to obtain the global frequency avoidance strategy. The hierarchical progressive principle includes prioritizing the control of driving safety-related subsystems to avoid resonance frequencies, and secondly controlling the control of ride comfort-related subsystems to avoid resonance frequencies during vehicle operation.

[0009] Optionally, before adjusting the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, the method further includes: Simulation verification is performed on the mass distribution adjustment scheme in the global frequency avoidance strategy to obtain the vehicle dynamics performance index of the rail transit vehicle system under the mass distribution adjustment scheme. If the vehicle dynamics performance index meets the preset conditions, then proceed to the step of adjusting the structural parameters of each target subsystem in the whole rail transit vehicle system using the global frequency avoidance strategy; If the vehicle dynamics performance indicators do not meet the preset conditions, then proceed to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

[0010] Optionally, after adjusting the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, the method further includes: Determine whether the actual vibration and noise of the adjusted rail transit vehicle system meets the preset vibration and noise reduction index. If the actual vibration and noise of the adjusted rail transit vehicle system does not meet the preset vibration and noise reduction index, proceed to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

[0011] Secondly, this application discloses a vibration and noise suppression device for rail transit vehicles, comprising: The excitation frequency information set construction module is used to collect the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range in order to construct a global excitation frequency information set. The inherent frequency information set construction module is used to obtain the inherent frequency characteristics of each target subsystem in the whole system of the rail transit vehicle in order to construct the inherent frequency information set of the subsystem. The information set analysis module is used to perform global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and formulate a global frequency avoidance strategy based on the resonance risk frequency band. The parameter adjustment module is used to adjust the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, so as to complete the noise suppression operation of the rail transit vehicle system.

[0012] Thirdly, this application provides an electronic device, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the aforementioned method for suppressing vibration and noise in rail transit vehicles.

[0013] Fourthly, this application provides a computer-readable storage medium for storing a computer program that, when executed by a processor, implements the aforementioned method for suppressing vibration and noise in rail transit vehicles.

[0014] This application collects the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range to construct a global excitation frequency information set. Then, it acquires the inherent frequency characteristics of each target subsystem within the rail transit vehicle system to construct a subsystem inherent frequency information set. Next, it performs a global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify resonance risk frequency bands in the rail transit vehicle system. Based on these resonance risk frequency bands, it formulates a global frequency avoidance strategy. Finally, it uses the global frequency avoidance strategy to adjust the structural parameters of each target subsystem within the rail transit vehicle system to complete the noise suppression operation of the entire rail transit vehicle system. Therefore, this application solves the problem of lacking a global system data foundation due to the prior art's focus on frequency response analysis of only a single component by collecting the excitation frequency of the whole vehicle system under all operating conditions and obtaining the inherent frequency of each target subsystem. By performing global coupling matching analysis on the global excitation frequency information set and the inherent frequency information set of the subsystem, it solves the problem that single component analysis cannot identify the vehicle-level resonance risk caused by the coupling effect between factor systems. By formulating a global frequency avoidance strategy based on the resonance risk frequency band and coordinating the adjustment of the structural parameters of each subsystem, it solves the problem of fragmented frequency optimization of each subsystem and the inability to achieve global collaborative mismatch, thereby completing the noise suppression operation of the whole vehicle system. Attached Figure Description

[0015] 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.

[0016] Figure 1 This is a schematic diagram of a vibration and noise suppression method for rail transit vehicles disclosed in this application. Figure 2 This application discloses a specific flowchart for vibration and noise suppression of rail transit vehicles; Figure 3 This is a schematic diagram of a vibration and noise suppression device for rail transit vehicles disclosed in this application. Figure 4 This is a structural diagram of an electronic device disclosed in this application. Detailed Implementation

[0017] 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.

[0018] See Figure 1 As shown in the figure, an embodiment of the present invention discloses a method for suppressing vibration and noise in rail transit vehicles, comprising: Step S11: Collect the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range to construct a global excitation frequency information set.

[0019] This embodiment constructs a global multi-subsystem coupling frequency matching system to achieve precise avoidance of excitation frequency and structural natural frequency, suppressing structural resonance and noise radiation from the research and development source, and providing complete theoretical support and engineering technology path for low-noise design of rail transit vehicles. The overall process of vibration and noise suppression for rail transit vehicles in this embodiment is as follows: Figure 2 As shown, the process includes steps such as multi-source excitation frequency characteristic analysis of the whole vehicle, coupling and matching analysis of excitation frequency and subsystem natural frequency, optimization design of the whole vehicle and subsystem, and prototype debugging.

[0020] In this embodiment, the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range are collected, including: establishing a mapping relationship between the excitation frequency and the vehicle speed to obtain the theoretical distribution curve of the excitation frequency across the entire speed range; selecting multiple characteristic speed points based on the frequency change gradient of the theoretical distribution curve across the entire speed range, and sampling the entire rail transit vehicle system at each characteristic speed point using a target sampling frequency to obtain the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range; the characteristic speed points include the speed inflection points of the entire rail transit vehicle system during the start-up phase, the running phase, and the braking phase.

[0021] Specifically, a systematic analysis of the multi-source excitation frequency characteristics of the entire vehicle: Accurately identify external excitation sources throughout the entire operation of rail transit vehicles, focusing on extracting key excitation parameters such as wheel rolling frequency, sleeper spacing excitation frequency, traction motor rotation frequency, gear transmission meshing frequency, and cooling system fan vibration frequency. Test and analyze the frequency distribution range, amplitude characteristics, and dynamic change patterns of each excitation source, and establish a global multi-source excitation frequency database for all operating conditions, so as to construct a global excitation frequency information set based on the data in the global multi-source excitation frequency database for all operating conditions.

[0022] For excitation sources whose excitation frequency is directly related to vehicle speed (wheel rolling frequency, sleeper spacing excitation frequency, etc.), a strategy combining continuous frequency sweep testing and discrete sampling of characteristic speed points is adopted: First, an excitation frequency-vehicle speed mapping model is established through theoretical calculations to obtain the theoretical distribution curve of the excitation frequency (i.e., the theoretical distribution curve of the excitation frequency) across the entire speed range (0 to the design maximum speed). Based on this, characteristic speed points under typical vehicle operating conditions (including speed inflection points during the starting phase, constant speed operation phase, coasting phase, and braking phase, as well as the 10%, 30%, 50%, 70%, 90%, and 100% quantiles of the vehicle's design maximum speed) are selected for discrete sampling testing. The sampling density is based on the principle that the interval between excitation frequencies corresponding to adjacent characteristic speed points does not exceed the minimum identification accuracy (±1Hz) of the subsystem's natural frequency, ensuring that no resonance risk frequency band is missed. At the same time, a frequency sweep excitation method is used for supplementary testing between characteristic speed points. Continuous frequency conversion excitation is applied to the key subsystem through an electric vibration test system to obtain the frequency response characteristic curve across the entire speed range.

[0023] Step S12: Obtain the inherent frequency characteristics of each target subsystem in the rail transit vehicle system to construct a subsystem inherent frequency information set.

[0024] In this embodiment, the inherent frequency characteristics of each target subsystem in the whole vehicle system of rail transit vehicles are obtained, including: designing a simulation fixture based on the installation method, constraint position and connection stiffness of each target subsystem in the actual assembly state, and installing the target subsystem on the simulation fixture for bench testing to obtain the corresponding bench test results; the bench test results include the initial frequency characteristics of each target subsystem; establishing a whole vehicle coupled finite element model, cross-validating the bench test results with the simulation results corresponding to the whole vehicle coupled finite element model, and correcting the initial frequency characteristics according to the corresponding cross-validation results to obtain the inherent frequency characteristics of each target subsystem.

[0025] Specifically, the natural frequency testing and analysis of key vehicle subsystems: For the overall system of rail transit vehicles, key subsystems such as the car body load-bearing structure, gear transmission device, traction motor, transformer, cooling system, and auxiliary equipment are broken down. Through a combination of finite element simulation analysis and bench tests, the natural frequencies and mode shapes of each subsystem and core component are tested and analyzed to clarify the natural frequency distribution law of the entire vehicle system and construct a natural frequency database of the entire vehicle subsystem, thereby obtaining the natural frequency information set of the subsystem.

[0026] To address the issue of subsystem natural frequencies being significantly affected by boundary conditions (such as the difference in natural frequency of traction motors between independent bench tests and on-vehicle operation), a "vehicle-equivalent boundary simulation" strategy is adopted. In bench tests, a dedicated simulation fixture is designed based on the actual on-vehicle installation method, constraint positions, and connection stiffness parameters of the subsystem. The fixture design must meet the following requirements: the fixture's natural frequency must be at least three times higher than the highest natural frequency of interest in the tested subsystem to avoid interference from fixture resonance on the test results. The fixture structure is pre-optimized through finite element simulation to ensure that the fixture's stiffness, mass distribution, and constraint methods accurately reproduce the on-vehicle boundary conditions. For complex boundaries that are difficult to fully simulate with the fixture (such as the impact of vehicle body elastic deformation on the subsystem), a vehicle-coupled finite element model is established for correction calculations. The bench test results are cross-validated with the vehicle-coupled simulation results, and the corrected natural frequency is used as the basis for frequency matching design.

[0027] By constructing a multi-physics field and multi-subsystem coupled frequency matching system for the whole vehicle, the limitations of single component frequency response analysis are overcome, and the frequency collaborative optimization of the entire vehicle system is achieved. The technical solution is more complete and applicable, and can be adapted to different models of high-speed and lightweight rail transit vehicles.

[0028] Step S13: Perform global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and formulate a global frequency avoidance strategy based on the resonance risk frequency band.

[0029] This embodiment conducts coupling matching analysis between excitation frequency and structural natural frequency based on the vehicle's multi-source excitation frequency database and subsystem natural frequency database, delineates resonance risk frequency bands, and formulates global frequency avoidance thresholds and optimization criteria. Combining the vehicle's multi-physics field and multi-subsystem coupling characteristics, a global-level frequency forward matching design method is established, clarifying the natural frequency optimization objectives and structural adjustment schemes for each subsystem, and achieving effective mismatch between excitation frequency and the natural frequency of each subsystem.

[0030] In this embodiment, a global coupling matching analysis is performed on the global excitation frequency information set and the inherent frequency information set of the subsystem to identify the resonance risk frequency band in the whole system of the rail transit vehicle. This includes: calculating the deviation between the inherent frequency of each target subsystem and the corresponding excitation frequency, and marking the frequency range in which the deviation value falls within a preset threshold range as the resonance risk frequency band.

[0031] In other words, the criterion for determining the resonance risk frequency band is: the deviation between the main frequency of the excitation source and the natural frequency of the subsystem is within a preset threshold range, such as ±5%. For this frequency band, frequency mismatch needs to be achieved through structural stiffness adjustment, mass distribution optimization, and damping configuration optimization. For the natural frequency analysis of key vehicle subsystems, the assembly coupling effect between subsystems needs to be considered. A vehicle-wide coupled simulation model should be used instead of independent simulation of individual components to ensure the accuracy of the natural frequency test results.

[0032] In addition, a global frequency avoidance strategy is formulated based on the resonance risk frequency band, including: taking the minimization of the global resonance risk of the entire rail transit vehicle system as the optimization objective, constructing a multi-objective optimization model that includes the frequency deviation between the excitation frequency and the natural frequency of each target subsystem, the cost of structural modification, and the constraints of vehicle dynamic performance; solving the multi-objective optimization model using the hierarchical progressive principle to obtain the global frequency avoidance strategy; the hierarchical progressive principle includes prioritizing the control of the resonance frequency avoidance of the subsystems related to driving safety, and secondly controlling the resonance frequency avoidance of the subsystems related to ride comfort during the vehicle operation phase.

[0033] Specifically, the whole vehicle frequency matching analysis method and design principles are established: Based on the vehicle's multi-source excitation frequency database and subsystem natural frequency database, coupling matching analysis of excitation frequency and structural natural frequency is carried out to delineate resonance risk frequency bands and formulate global frequency avoidance thresholds and optimization criteria. Combining the vehicle's multi-physics field and multi-subsystem coupling characteristics, a global-level frequency forward matching design method is established to clarify the natural frequency optimization objectives and structural adjustment schemes of each subsystem, thereby achieving effective mismatch between excitation frequency and the natural frequency of each subsystem.

[0034] To address situations where multiple excitation sources with similar frequencies occur simultaneously within the same subsystem, an excitation source priority ranking rule is established: Priority I (highest priority): Periodic excitation sources that continuously act on the subsystem (such as the rotational frequency of the traction motor or the gear meshing frequency). These excitation sources have high frequency and continuous energy, and frequency avoidance is prioritized. Priority II: Excitation sources that are speed-related but have a high frequency (such as the wheel rolling frequency). Their excitation frequency changes continuously with the vehicle speed, and frequency mismatch assessment is required across the entire speed range. Priority III: Intermittent or low-frequency excitation sources (such as transient excitations caused by the start-stop of the cooling system). Matching optimization is performed under the premise of satisfying Priority I and II. The comprehensive judgment criteria for priority ranking are: the magnitude of the excitation (the larger the amplitude, the higher the priority), the frequency of action (continuous action has higher priority than intermittent action), and the subsystem's resonance response sensitivity to the excitation (measured through the frequency response function; the higher the sensitivity, the higher the priority). These are weighted comprehensive scores of three indicators.

[0035] To address the practical challenge of ensuring all subsystems completely avoid all excitation frequencies in engineering practice, a multi-objective optimization decision-making mechanism is established. With "minimizing global resonance risk" as the overall objective, a multi-objective optimization model is constructed, incorporating frequency mismatch of each subsystem, structural modification costs, and vehicle dynamics performance constraints. The optimization strategy adopts a hierarchical, progressive principle. The first layer prioritizes ensuring that key subsystems with a decisive impact on driving safety (such as the bogie frame and wheelset axle box devices) completely avoid resonance frequencies. The second layer ensures that major subsystems affecting ride comfort (vehicle body structure and traction motor suspension system) avoid resonance frequencies within the main operating speed range. The third layer, while satisfying the constraints of the first two layers, optimizes the frequencies of auxiliary equipment subsystems. When conflicts exist among the multiple objectives, a weighted comprehensive evaluation method is used, employing safety and comfort indicators as rigid constraints and structural modification costs and manufacturing feasibility as flexible constraints to seek the globally optimal solution, thereby obtaining a global frequency avoidance strategy.

[0036] Step S14: Adjust the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy to complete the noise suppression operation of the rail transit vehicle system.

[0037] In this embodiment, before adjusting the structural parameters of each target subsystem in the rail transit vehicle system using a global frequency avoidance strategy, the method further includes: The mass distribution adjustment scheme in the global frequency avoidance strategy is simulated and verified to obtain the vehicle dynamics performance index of the whole rail transit vehicle system under the mass distribution adjustment scheme. If the vehicle dynamics performance index meets the preset conditions, the process jumps to the step of adjusting the structural parameters of each target subsystem in the whole rail transit vehicle system using the global frequency avoidance strategy. If the vehicle dynamics performance index does not meet the preset conditions, the process jumps to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

[0038] In addition, after adjusting the structural parameters of each target subsystem in the rail transit vehicle system using a global frequency avoidance strategy, the process further includes: determining whether the actual vibration and noise corresponding to the adjusted rail transit vehicle system meets the preset vibration and noise reduction index; if the actual vibration and noise corresponding to the adjusted rail transit vehicle system does not meet the preset vibration and noise reduction index, then the process jumps to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

[0039] Specifically, engineering application verification of the whole vehicle and key subsystems: Based on the established frequency matching design principles, the structure of the rail transit vehicle and its key subsystems were optimized and parameters were adjusted to complete the prototype manufacturing. Through whole vehicle road tests and bench vibration and noise tests, the vibration reduction and noise reduction effect of the frequency positive matching design was verified, the frequency matching scheme was iteratively optimized, and a vibration and noise suppression technology system that can be applied in engineering was formed.

[0040] To address the issue that mass distribution optimization in frequency matching design (such as adjusting the suspension position or counterweight of undercarriage equipment) may affect the vehicle's center of gravity position and moment of inertia, thereby impacting vehicle operational stability, vehicle dynamics simulation verification must be conducted simultaneously before implementing mass distribution adjustments. The specific process is as follows: Based on multibody dynamics theory, a rigid-flexible coupled dynamic model of the entire vehicle, including the vehicle body elasticity and undercarriage equipment, is established. The mass distribution adjustment scheme is used as an input variable, and simulation analysis is performed to analyze the operational stability indicators (including derailment coefficient, wheel load reduction rate, lateral stability index, and vertical stability index) of the adjusted vehicle under different operating speeds and track conditions. If the simulation results show that any stability index exceeds the design limit, the mass distribution scheme must be readjusted or compensatory measures (such as simultaneously adjusting suspension parameters) must be taken until all dynamic performance indicators meet the design requirements before engineering changes can be implemented. The simulation verification results are simultaneously fed back to the frequency matching design stage, forming a closed-loop design process of "frequency matching design—mass distribution optimization—dynamics simulation verification—scheme iterative correction."

[0041] By conducting whole-vehicle-level frequency matching design from the source of vehicle R&D, we break through the technical limitations of traditional passive vibration reduction and noise reduction, fundamentally suppress the structural resonance problem under broadband excitation, significantly improve the vehicle vibration and noise suppression effect, and significantly improve ride comfort and environmental friendliness.

[0042] Therefore, this application solves the problem of lacking a global system data foundation due to the prior art's focus on frequency response analysis of only a single component by collecting the excitation frequency of the whole vehicle system under all operating conditions and obtaining the inherent frequency of each target subsystem. By performing global coupling matching analysis on the global excitation frequency information set and the inherent frequency information set of the subsystem, it solves the problem that single component analysis cannot identify the vehicle-level resonance risk caused by the coupling effect between factor systems. By formulating a global frequency avoidance strategy based on the resonance risk frequency band and coordinating the adjustment of the structural parameters of each subsystem, it solves the problem of fragmented frequency optimization of each subsystem and the inability to achieve global collaborative mismatch, thereby completing the noise suppression operation of the whole vehicle system.

[0043] See Figure 3 As shown in the figure, an embodiment of the present invention discloses a vibration and noise suppression device for rail transit vehicles, comprising: The excitation frequency information set construction module 11 is used to collect the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range in order to construct a global excitation frequency information set. The inherent frequency information set construction module 12 is used to obtain the inherent frequency characteristics of each target subsystem in the whole system of the rail transit vehicle in order to construct the inherent frequency information set of the subsystem. The information set analysis module 13 is used to perform global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and formulate a global frequency avoidance strategy based on the resonance risk frequency band. The parameter adjustment module 14 is used to adjust the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, so as to complete the noise suppression operation of the rail transit vehicle system.

[0044] In some specific embodiments, the excitation frequency information set construction module 11 may specifically include: The curve establishment unit is used to establish the mapping relationship between excitation frequency and vehicle speed in order to obtain the theoretical distribution curve of excitation frequency across the entire speed range; The excitation frequency characteristic acquisition unit is used to select multiple characteristic speed points based on the frequency change gradient of the theoretical distribution curve of the excitation frequency over the entire speed range, and to sample the entire rail transit vehicle system at each characteristic speed point using a target sampling frequency to obtain the excitation frequency characteristics of the entire rail transit vehicle system over the entire speed range; the characteristic speed points include the speed inflection points of the entire rail transit vehicle system during the start-up phase, the operation phase, and the braking phase.

[0045] In some specific embodiments, the inherent frequency information set construction module 12 may specifically include: The test result acquisition unit is used to design a simulation fixture based on the installation method, constraint position and connection stiffness of each target subsystem in the actual assembly state, and to install the target subsystem on the simulation fixture for bench testing to obtain the corresponding bench test results; the bench test results include the initial frequency characteristics of each target subsystem; The inherent frequency characteristic acquisition unit is used to establish a vehicle coupled finite element model, cross-validate the bench test results with the simulation results corresponding to the vehicle coupled finite element model, and correct the initial frequency characteristics according to the corresponding cross-validation results to obtain the inherent frequency characteristics corresponding to each of the target subsystems.

[0046] In some specific embodiments, the information set analysis module 13 may specifically include: The risk frequency band marking unit is used to calculate the deviation between the natural frequency and the corresponding excitation frequency of each target subsystem, and mark the frequency range in which the deviation value falls within the preset threshold range as the resonance risk frequency band.

[0047] In some specific embodiments, the information set analysis module 13 may specifically include: The model building unit is used to construct a multi-objective optimization model with the goal of minimizing the global resonance risk of the entire rail transit vehicle system, including the frequency deviation between the excitation frequency and the natural frequency of each objective subsystem, the cost of structural modification, and the constraints of vehicle dynamic performance. The model solving unit is used to solve the multi-objective optimization model using a hierarchical progressive principle to obtain the global frequency avoidance strategy. The hierarchical progressive principle includes prioritizing the control of driving safety-related subsystems to avoid resonance frequencies, and secondly controlling the control of ride comfort-related subsystems to avoid resonance frequencies during vehicle operation.

[0048] In some specific embodiments, the parameter adjustment module 14 further includes: The index acquisition unit is used to simulate and verify the mass distribution adjustment scheme in the global frequency avoidance strategy in order to obtain the vehicle dynamics performance index of the rail transit vehicle system under the mass distribution adjustment scheme. The first step jump unit is used to jump to the step of adjusting the structural parameters of each target subsystem in the whole rail transit vehicle system by using the global frequency avoidance strategy if the vehicle dynamic performance index meets the preset conditions. The second step jump unit is used to jump to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band if the vehicle dynamic performance index does not meet the preset conditions.

[0049] In some specific embodiments, the parameter adjustment module 14 further includes: The noise judgment unit is used to determine whether the actual vibration noise corresponding to the adjusted rail transit vehicle system meets the preset vibration reduction and noise reduction index. If the actual vibration noise corresponding to the adjusted rail transit vehicle system does not meet the preset vibration reduction and noise reduction index, the process jumps to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

[0050] Furthermore, embodiments of this application also disclose an electronic device, Figure 4 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.

[0051] Figure 4This 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 power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the vibration and noise suppression method for rail transit vehicles disclosed in any of the foregoing embodiments. Alternatively, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0052] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 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 25 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.

[0053] In addition, 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 can include operating system 221, computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0054] The operating system 221 is used to manage and control the various hardware devices on the electronic device 20 and the computer program 222, which may be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the rail transit vehicle vibration and noise suppression method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs capable of performing other specific tasks.

[0055] Furthermore, this application also 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 method for suppressing vibration and noise in rail transit vehicles. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0056] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] The technical solutions provided in this application have been described in detail above. 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 methods 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 suppressing vibration and noise in rail transit vehicles, characterized in that, include: The excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range are collected to construct a global excitation frequency information set. The inherent frequency characteristics of each target subsystem in the overall rail transit vehicle system are obtained to construct a subsystem inherent frequency information set; A global coupling matching analysis is performed on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and a global frequency avoidance strategy is formulated based on the resonance risk frequency band. The global frequency avoidance strategy is used to adjust the structural parameters of each target subsystem in the rail transit vehicle system to complete the noise suppression operation of the rail transit vehicle system.

2. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, The excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range are collected, including: Establish a mapping relationship between excitation frequency and vehicle speed to obtain the theoretical distribution curve of excitation frequency across the entire speed range; Based on the frequency change gradient of the theoretical distribution curve of the excitation frequency over the entire speed range, multiple characteristic speed points are selected, and the rail transit vehicle system is sampled at each characteristic speed point at a target sampling frequency to obtain the excitation frequency characteristics of the rail transit vehicle system over the entire speed range; the characteristic speed points include the speed inflection points of the rail transit vehicle system during the start-up, operation, and braking phases.

3. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, The acquisition of the inherent frequency characteristics of each target subsystem in the overall rail transit vehicle system includes: Based on the installation method, constraint position, and connection stiffness of each target subsystem in its actual assembly state, a simulation fixture is designed, and the target subsystem is installed on the simulation fixture for bench testing to obtain the corresponding bench test results; the bench test results include the initial frequency characteristics of each target subsystem. A vehicle coupled finite element model is established, and the bench test results are cross-validated with the simulation results corresponding to the vehicle coupled finite element model. The initial frequency characteristics are then corrected based on the corresponding cross-validation results to obtain the inherent frequency characteristics of each target subsystem.

4. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, The step of performing global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify resonance risk frequency bands in the rail transit vehicle system includes: The deviation between the natural frequency and the corresponding excitation frequency of each target subsystem is calculated one by one, and the frequency range in which the deviation value falls within the preset threshold range is marked as the resonance risk frequency band.

5. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, The step of formulating a global frequency avoidance strategy based on the resonant risk frequency band includes: With the goal of minimizing the global resonance risk of the entire rail transit vehicle system, a multi-objective optimization model is constructed, which includes the frequency deviation between the excitation frequency and the natural frequency of each objective subsystem, the cost of structural modification, and the constraints of vehicle dynamic performance. The multi-objective optimization model is solved using a hierarchical progressive principle to obtain the global frequency avoidance strategy. The hierarchical progressive principle includes prioritizing the control of driving safety-related subsystems to avoid resonance frequencies, and secondly controlling the control of ride comfort-related subsystems to avoid resonance frequencies during vehicle operation.

6. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, Before adjusting the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, the method further includes: Simulation verification is performed on the mass distribution adjustment scheme in the global frequency avoidance strategy to obtain the vehicle dynamics performance index of the rail transit vehicle system under the mass distribution adjustment scheme. If the vehicle dynamics performance index meets the preset conditions, then proceed to the step of adjusting the structural parameters of each target subsystem in the whole rail transit vehicle system using the global frequency avoidance strategy; If the vehicle dynamics performance indicators do not meet the preset conditions, then proceed to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

7. The method for suppressing vibration and noise in rail transit vehicles according to claim 1, characterized in that, After adjusting the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, the method further includes: Determine whether the actual vibration and noise of the adjusted rail transit vehicle system meets the preset vibration and noise reduction index. If the actual vibration and noise of the adjusted rail transit vehicle system does not meet the preset vibration and noise reduction index, proceed to the step of formulating a global frequency avoidance strategy based on the resonance risk frequency band.

8. A vibration and noise suppression device for rail transit vehicles, characterized in that, include: The excitation frequency information set construction module is used to collect the excitation frequency characteristics of the entire rail transit vehicle system across the entire speed range in order to construct a global excitation frequency information set. The inherent frequency information set construction module is used to obtain the inherent frequency characteristics of each target subsystem in the whole system of the rail transit vehicle in order to construct the inherent frequency information set of the subsystem. The information set analysis module is used to perform global coupling matching analysis on the global excitation frequency information set and the subsystem inherent frequency information set to identify the resonance risk frequency band in the whole vehicle system of the rail transit vehicle, and formulate a global frequency avoidance strategy based on the resonance risk frequency band. The parameter adjustment module is used to adjust the structural parameters of each target subsystem in the rail transit vehicle system using the global frequency avoidance strategy, so as to complete the noise suppression operation of the rail transit vehicle system.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the vibration and noise suppression method for rail transit vehicles as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Used to store a computer program, which, when executed by a processor, implements the vibration and noise suppression method for rail transit vehicles as described in any one of claims 1 to 7.

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