Rail vehicle line operating status real-time hybrid rolling-vibration test bed and testing method

Abstract

Provided are a rail vehicle line operating status real-time hybrid rolling-vibration test bed and a testing method. The test bed comprises a testing substructure (300), a fixing apparatus (200), a test bench (100), a data acquisition apparatus, an excitation module, a simulating system, a line numerical model solving module, and a control system; the testing substructure is a single bogie (310) or a vehicle set comprising at least one whole vehicle; the test bed is configured for applying a load to a wheel set (320) and driving the wheel set (320) to rotate; the data acquisition apparatus is configured for measuring reaction force generated by the testing substructure (300); the excitation module is configured for setting an external excitation load and a track irregularity; the simulating system is configured for establishing a numerical substructure and performing a simulation; the line numerical model solving module is configured for solving a spatial pose response of a wheel-rail contact point under the action of the external excitation load and the track irregularity when the testing substructure (300) passes through the line numerical model; and the control system receives a solution result output by the line numerical model solving module and controls the spatial pose loading of a six-degree-of-freedom loading apparatus (110).

Description

Real-time Hybrid Roll Vibration Test Rig and Test Method for Rail Vehicle Line Operation Status Technical Field

[0001] This invention relates to the field of rail vehicle testing technology, specifically to a real-time hybrid rolling vibration test bench and test method for rail vehicle line operation status. Background Technology

[0002] In existing traditional railway vehicle vibration table tests, the vehicle model is stationary on the track, which cannot reflect the complex wheel-rail interaction when the vehicle is running on the track; while traditional rolling vibration table tests can only simulate different types of track irregularities and curve conditions, without considering the actual response of the track structure under external loads. Technical issues

[0003] While the invention patent with application number CN202310562337.0 discloses a real-time hybrid test device for maglev bridge traffic, it still has the following shortcomings: 1. It can only simulate one type of track model, the bridge; 2. It can only simulate single bogies or the entire vehicle, and cannot be applied to test scenarios with multiple carriages, nor can it simulate the influence between adjacent carriages; 3. It can only simulate the operating state of maglev trains by applying uniformly distributed force through loading equipment, and cannot be used to test wheel-rail contact trains. Technical solutions

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a real-time hybrid rolling vibration test bench for the operating status of rail vehicle lines with wide applicability.

[0005] The present invention also proposes a test method for using the above-mentioned real-time mixed rolling vibration test bench for the operation status of rail vehicle lines.

[0006] According to a first aspect of the invention, a real-time hybrid rolling vibration test bench for the operation status of rail vehicle lines includes a test substructure 300, a fixing device 200, a test bench 100, a data acquisition device, an excitation module, a simulation system, a line numerical model solving module, and a control system.

[0007] The test substructure 300 is a train simulation component to be tested. The test substructure 300 is a single bogie 310 or a train set including at least one complete vehicle. The complete vehicle includes two bogies 310, and the bogie 310 includes at least two wheelsets 320.

[0008] The front and rear ends of the test substructure 300 are respectively connected to the fixing device 200, and the fixing device 200 is used to limit the displacement of the test substructure 300 along its length direction;

[0009] The test bench 100 includes a six-degree-of-freedom loading device 110 and a wheel-rail contact simulation device 120. Each bogie 310 has a test bench 100 at its bottom. The six-degree-of-freedom loading device 110 in the test bench 100 is used to apply loads to the wheelset 320. Each wheelset 320 has a wheel-rail contact simulation device 120 at its bottom, which is used to drive the wheelset 320 to rotate.

[0010] The data acquisition device is used to detect the rotational speed of the wheelset 320, the force generated by the six-degree-of-freedom loading device 110, the connection force between the front and rear ends of the test substructure 300, and the wheel-rail interaction force; the wheel-rail interaction force is the force between the wheelset 320 and the track wheel 123; the connection force between the front and rear ends of the test substructure 300 is the force between the front end of the test substructure 300 and the fixing device 200, and / or, the force between the rear end of the test substructure and the fixing device 200;

[0011] The excitation module includes a first excitation module and a second excitation module. The first excitation module is used to set the external excitation load on the numerical model of the line, and the second excitation module is used to set the track irregularities on the numerical model of the line.

[0012] The simulation system is used to establish a numerical substructure. Based on the real-time hybrid test theory, the simulation system selects the remaining part of the rail transit train-track coupling system, excluding the test substructure 300, as the numerical substructure. The first dividing interface is the wheel-rail contact point, and the second dividing interface is the connection point between the front and rear ends of the test substructure (300). The wheel-rail contact point is the contact point between the wheelset 320 and the wheel-rail contact simulation device 120. The connection point between the front and rear ends of the test substructure 300 is the contact point between the front end of the test substructure 300 and the fixing device 200, and / or, the contact point between the rear end of the test substructure 300 and the fixing device 200. The simulation system performs simulation based on the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module, or the simulation system performs simulation based on the connection force between the front and rear ends of the test substructure 300 and the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module.

[0013] The numerical model solving module for the test substructure 300 is used to solve the spatial pose response of the wheel-rail contact point when passing through the numerical model of the test line under the action of external excitation load and track irregularities. The numerical model solving module for the test line achieves real-time solution of the dynamic response of complex line structures through an unconditionally stable explicit integral algorithm or a surrogate model method based on deep learning.

[0014] The control system includes a pose control module and a speed control module. The pose control module receives the solution results output by the line numerical model solving module and is used to control the spatial pose loading of the six-degree-of-freedom loading device 110 to reproduce the vibration of the test substructure 300. The speed control module is used to control the speed of the track wheel 123.

[0015] The real-time hybrid rolling vibration test bench for railway vehicle track operation according to embodiments of the present invention has at least the following beneficial effects:

[0016] 1. This embodiment can perform a series of simulation tests on the operating conditions of rail vehicles and tracks, including bogie component tests, whole vehicle tests, and trainset tests, as well as vehicle condition tests and track structure tests. It can be applied to rail vehicles such as railway locomotives, passenger cars, freight cars, high-speed trains, and urban rail transit trains. When the test substructure is a single bogie, this embodiment can test a single bogie; when the test substructure is a single whole vehicle, this embodiment can test the whole vehicle; when the test substructure is a trainset including at least two whole vehicles, this embodiment can test the entire trainset.

[0017] 2. When the interface is the wheel-rail contact point, the running status of a single bogie or train set on the track can be simulated.

[0018] When the interface is the contact point between the front end of the test substructure and the fixed device and the wheel-rail contact point, it can not only simulate the running status of a single bogie or train set on the track, but also simulate the influence of the previous car on a single bogie or train set.

[0019] When the interface is the contact point between the rear end of the test substructure and the fixed device and the wheel-rail contact point, it can not only simulate the running status of a single bogie or train set on the track, but also simulate the impact of the next car on a single bogie or train set.

[0020] When the interface is defined as the contact point between the front end of the test substructure and the fixing device, the contact point between the rear end of the test substructure and the fixing device, and the wheel-rail contact point, it can not only simulate the running status of a single bogie or train set on the track, but also simulate the influence of the previous and subsequent carriages on the train set.

[0021] 3. The numerical model of the line includes the track, track slab structure, and substructure, including but not limited to bridges, embankments, bridge-road transition sections, and tunnels, among other rail transit line structures. Therefore, it can be used to conduct tests on various types of lines.

[0022] According to some embodiments of the present invention, the pose control module includes a boundary coordination module, a time delay compensation module, and a motion control module; the boundary coordination module includes a line response input interface and a desired pose output interface, the line response input interface receives the calculation results output by the line numerical model solving module, the boundary coordination module converts the continuous curve obtained by the line numerical model solving module into discrete polyline segments, the boundary coordination module ensures that the root mean square error between the converted discrete polyline segments and the original curve meets the accuracy requirements, and the boundary coordination module outputs the discrete polyline segments as desired pose signals from the desired pose output interface;

[0023] The time delay compensation module includes a desired pose signal input interface and a command pose signal output interface. The desired pose signal input interface receives the desired pose signal output by the boundary coordination module. The time delay compensation module corrects and compensates for the response time lag error and amplitude tracking error caused by the dynamic characteristics of the six-degree-of-freedom loading device 110 itself. The command pose signal output interface outputs the command pose signal.

[0024] The motion control module receives the command pose signal output by the time delay compensation module. The motion control module uses PID control or three-parameter linear control as the underlying control module. The motion control module inputs commands to the six-degree-of-freedom loading device 110.

[0025] According to some embodiments of the present invention, the time delay compensation module has a modified compensation algorithm interface for modifying the modified compensation algorithm.

[0026] According to some embodiments of the present invention, the six-degree-of-freedom loading device 110 includes an actuator 111 and a moving platform 112. The actuator 111 is used to simulate the excitation, vertical excitation and lateral excitation in the rotation direction of the yaw angle, roll angle and pitch angle of the test substructure 300. The wheel-rail contact simulation device 120 is disposed on the moving platform 112, and the rail wheel 123 abuts against the wheelset 320 to drive the wheelset 320 to rotate.

[0027] According to some embodiments of the present invention, the data acquisition device includes a first displacement sensor for detecting the elongation of each actuator 111, a first force sensor for detecting the force generated by each actuator 111, a first acceleration sensor for detecting the acceleration of the moving platform 112, an attitude sensor for detecting the position and orientation of the moving platform 112, a first encoder for detecting the rotational speed of the track wheel 123, a third force sensor for detecting the connection force between the test substructure 300 and the fixing device 200, and a second force sensor for detecting the force between the wheelset 320 and the track wheel 123; wherein the first displacement sensor, the first force sensor, the first acceleration sensor, and the attitude sensor all send electrical signals to the attitude control module, the second force sensor and the third force sensor send electrical signals to the line numerical model solving module, and the first encoder sends electrical signals to the rotational speed control module.

[0028] According to some embodiments of the present invention, the data acquisition device further includes a second acceleration sensor for detecting the acceleration of the test substructure 300 and / or a second displacement sensor for detecting the displacement of the test substructure 300 and / or a second encoder for detecting the rotational speed of the wheelset 320.

[0029] The test method of the real-time mixed rolling vibration test bench for track vehicle line operation status according to the second aspect embodiment of the invention, using the real-time mixed rolling vibration test bench for track vehicle line operation status as described in any of the above embodiments, includes the following steps:

[0030] S10, set the initial running speed of the test substructure (300) in the simulation system, and set the track irregularities and external excitation loads on the numerical model of the line;

[0031] S20, the control system controls the track wheel to accelerate to a set speed, and maintains the speed of the track wheel constant during the test;

[0032] S30, Initial moment: The initial and final positions of the test substructure (300) on the numerical model of the line are set. The data acquisition device detects the wheel-rail force, or the wheel-rail force and the connection force between the front and rear ends of the test substructure (300), and sends an electrical signal to the numerical model solving module of the line. Under the action of the initial external excitation load, the numerical model solving module of the line calculates the pose response of the numerical model of the line at the initial moment. The track irregularity at the current position is superimposed to obtain the desired pose command at the initial moment. The control system receives the desired pose command at the initial moment and sends an instruction to the six-degree-of-freedom loading device to control the six-degree-of-freedom loading device to reproduce the actual vibration of the test substructure.

[0033] S40, the data acquisition device detects the wheel-rail interaction force and sends an electrical signal to the line numerical model solution module;

[0034] S50, enter the next moment, calculate the moving distance of the test substructure (300) according to the real-time rotation speed of the wheelset, update the position of the test substructure (300) in the line numerical model according to the moving distance of the test substructure (300), and update the position of the wheel-rail contact force. Under the external excitation load at the current moment, the line numerical model solving module calculates the pose response of the line numerical model at the current moment; superimpose the track irregularity at the current position to obtain the desired pose command at the current moment; the control system receives the desired pose command at the current moment and sends the instruction to the six-degree-of-freedom loading device to control the six-degree-of-freedom loading device to reproduce the actual vibration of the test substructure;

[0035] S60, repeat steps S40 to S50 until the test substructure (300) travels to the end position, and the test is completed. Beneficial effects

[0036] The test method of the real-time hybrid rolling vibration test bench for track vehicle line operation according to embodiments of the present invention has at least the following beneficial effects:

[0037] The experimental process in this implementation was controlled by automated equipment, with high-precision measuring devices recording the responses. Within a laboratory environment, the actual operating conditions of rail vehicles at different speeds under various load types were reproduced, significantly reducing testing costs. This provides a wealth of experimental data for vehicle performance testing, new structural selection, and vehicle operational safety under extreme loads. Furthermore, it serves as a crucial testing platform for train and track structure selection and parameter optimization. The test bench is at a leading level in terms of test types, control precision, and loading performance.

[0038] According to some embodiments of the present invention, in S30, it is expected that the pose command will be modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device.

[0039] S50, the pose command is expected to be modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device.

[0040] According to some embodiments of the present invention, in S20, the control system controls each track wheel to rotate synchronously;

[0041] In S40, the data acquisition device also detects the connection force between the front and rear ends of the test substructure 300;

[0042] In S50, the position of the wheel-rail contact force is updated simultaneously with the position of the connecting force at the front and rear ends of the test substructure 300. Attached Figure Description

[0043] Figure 1 is a schematic diagram of the structure of the test vehicle of the present invention.

[0044] Figure 2 is a structural schematic diagram of the test subject of the present invention as a complete vehicle.

[0045] Figure 3 is a flowchart of the test method of the present invention, in which the test subject is a single bogie and the dividing interface is the wheel-rail contact point.

[0046] Figure 4 is a flowchart of the test method of the present invention, in which the test subject is a whole vehicle and the dividing interface is the wheel-rail contact point.

[0047] Figure 5 is a flowchart of the test method of the present invention, in which the test subject is a whole vehicle and the interface is defined as the wheel-rail contact point and the vehicle end connection point.

[0048] In the diagram, 100 is the test bench; 110 is the six-degree-of-freedom loading device; 111 is the actuator; 112 is the moving platform; 120 is the wheel-rail contact simulation device; 121 is the motor; 122 is the transmission mechanism; 123 is the track wheel; 200 is the fixing device; 210 is the fixing frame; 220 is the universal joint; 230 is the limit actuator; 300 is the test substructure; 310 is the bogie; and 320 is the wheelset. Modes for Carrying Out the Invention

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0050] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0051] The first aspect of this application proposes a real-time hybrid rolling vibration test bench for railway vehicle line operation, as shown in Figures 1 and 2. It includes a test substructure 300, a fixing device 200, a test bench 100, a data acquisition device, an excitation module, a line numerical model solving module, and a control system.

[0052] The test substructure 300 is a train simulation component to be tested. The test substructure 300 is a single bogie 310 or a trainset including at least one complete vehicle. The complete vehicle includes two bogies 310, and each bogie 310 includes at least two wheelsets 320. The front and rear ends of the test substructure 300 are respectively connected to the fixing device 200, which is used to limit the displacement of the test substructure 300 along its length.

[0053] The fixing device 200 includes a limiting actuator 230, a universal joint 220, and two fixing frames 210. The two fixing frames 210 are arranged opposite to each other, and the universal joint 220 is provided on the fixing frame 210. The front and rear ends of the test substructure 300 are respectively connected to the universal joint 220 on the two fixing frames 210 through the limiting actuator 230.

[0054] The test bench 100 includes a six-degree-of-freedom loading device 110 and a wheel-rail contact simulation device 120. Each bogie 310 has a test bench 100 at its bottom. The six-degree-of-freedom loading device 110 in the test bench 100 is used to apply loads to the wheelset 320. Each wheelset 320 has a wheel-rail contact simulation device 120 at its bottom, which is used to drive the wheelset 320 to rotate.

[0055] The data acquisition device is used to detect the rotational speed of the wheelset 320, the force generated by the six-degree-of-freedom loading device 110, the connection force between the front and rear ends of the test substructure 300, and the wheel-rail interaction force; the wheel-rail interaction force is the force between the wheelset 320 and the track wheel 123; the connection force between the front and rear ends of the test substructure 300 is the force between the front end of the test substructure 300 and the fixing device 200, and / or, the force between the rear end of the test substructure 300 and the fixing device 200.

[0056] The excitation module includes a first excitation module and a second excitation module. The first excitation module is used to set the external excitation loads on the numerical model of the railway line. These external excitation loads include, but are not limited to, seismic loads, wind loads, water pressure, and impacts acting on the railway line structure. The second excitation module is used to set the track irregularities on the numerical model of the railway line. These track irregularities include any one or any combination of track gauge, track levelness, track twist, track orientation, and track elevation.

[0057] The simulation system is used to establish a numerical substructure. Based on the real-time hybrid test theory, the simulation system selects the remaining part of the rail transit train-track coupling system, excluding the test substructure 300, as the numerical substructure. The first dividing interface is the wheel-rail contact point, and the second dividing interface is the connection point between the front and rear ends of the test substructure (300). The wheel-rail contact point is the contact point between the wheelset 320 and the wheel-rail contact simulation device 120. The connection point between the front and rear ends of the test substructure (300) is the contact point between the front end of the test substructure 300 and the fixing device 200, and / or, the contact point between the rear end of the test substructure 300 and the fixing device 200. The simulation system performs simulation based on the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module, or the simulation system performs simulation based on the connection force between the front and rear ends of the test substructure (300) and the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module.

[0058] It is understood that the division of the experimental substructure 300 and the numerical substructure in this embodiment includes, but is not limited to, the following implementation methods:

[0059] 1. The test substructure 300 includes a bogie 310, with the dividing interface being the wheel-rail contact point.

[0060] 2. The test substructure 300 is a complete vehicle, and the dividing interface is the wheel-rail contact point.

[0061] 3. The test substructure 300 is a complete vehicle, and the dividing interface is the contact point between the front end of the test substructure 300 and the fixing device 200, the contact point between the rear end of the test substructure 300 and the fixing device 200, and the wheel-rail contact point.

[0062] 4. The test substructure 300 is a vehicle group including at least one complete vehicle, and the dividing interface is the contact point between the front end of the test substructure 300 and the fixing device 200, the contact point between the rear end of the test substructure 300 and the fixing device 200, and the wheel-rail contact point.

[0063] The numerical model solving module for the track is used to solve the spatial pose response of the wheel-rail contact point of the test substructure 300 when passing through the numerical model of the track under the action of external excitation load and track irregularities. The numerical model solving module for the track achieves real-time solution of the dynamic response of complex track structures through an unconditionally stable explicit integral algorithm or a surrogate model method based on deep learning. The numerical model solving module for the track is provided with a train speed input interface for inputting the forward speed of the test substructure (300).

[0064] The control system includes a pose control module and a speed control module. The pose control module receives the solution results output by the line numerical model solving module and is used to control the spatial pose loading of the six-degree-of-freedom loading device 110 to reproduce the vibration of the test substructure 300. The speed control module is used to control the speed of the track wheel 123.

[0065] In some embodiments, the pose control module includes a boundary coordination module, a time delay compensation module, and a motion control module; the boundary coordination module includes a line response input interface and a desired pose output interface, the line response input interface receives the calculation results output by the line numerical model solving module, the boundary coordination module converts the continuous curve obtained by the line numerical model solving module into discrete piecewise linear segments, the boundary coordination module ensures that the root mean square error between the converted discrete piecewise linear segments and the original curve meets the accuracy requirements, and the boundary coordination module outputs the discrete piecewise linear segments as desired pose signals from the desired pose output interface.

[0066] The time delay compensation module includes a desired pose signal input interface and a command pose signal output interface. The desired pose signal input interface receives the desired pose signal output by the boundary coordination module. The time delay compensation module corrects and compensates for the response time lag error and amplitude tracking error caused by the dynamic characteristics of the six-degree-of-freedom loading device 110 itself. The command pose signal output interface outputs the command pose signal.

[0067] The motion control module receives the command pose signal output by the time delay compensation module. The motion control module uses PID control or three-parameter linear control as the underlying control module. The motion control module inputs commands to the six-degree-of-freedom loading device 110.

[0068] In some further embodiments, the time delay compensation module has a modified compensation algorithm interface for modifying the modified compensation algorithm.

[0069] In some embodiments, the six-degree-of-freedom loading device 110 includes an actuator 111 and a moving platform 112. The actuator 111 is used to simulate the excitation, vertical excitation, and lateral excitation of the test substructure 300 in the rotational directions of yaw angle, roll angle, and pitch angle. The wheel-rail contact simulation device 120 is disposed on the moving platform 112. The motor 121 in the wheel-rail contact simulation device 120 drives the track wheel 123 to rotate through the transmission mechanism 122. The track wheel 123 abuts against the wheelset 320, thereby driving the wheelset 320 to rotate.

[0070] In some embodiments, the data acquisition device includes a first displacement sensor for detecting the elongation of each actuator 111, a first force sensor for detecting the force generated by each actuator 111, a first acceleration sensor for detecting the acceleration of the moving platform 112, an attitude sensor for detecting the position and orientation of the moving platform 112, a first encoder for detecting the rotational speed of the track wheel 123, a third force sensor for detecting the connection force between the test substructure 300 and the fixing device 200, and a second force sensor for detecting the force between the wheelset 320 and the track wheel 123; wherein the first displacement sensor, the first force sensor, the first acceleration sensor, and the attitude sensor all send electrical signals to the attitude control module, the second force sensor and the third force sensor send electrical signals to the line numerical model solving module, and the first encoder sends electrical signals to the rotational speed control module.

[0071] In some further embodiments, the data acquisition device further includes a second acceleration sensor for detecting the acceleration of the test substructure 300 and / or a second displacement sensor for detecting the displacement of the test substructure 300 and / or a second encoder for detecting the rotational speed of the wheelset 320.

[0072] The second aspect of this application provides a test method for a real-time hybrid rolling vibration test bench for track vehicle operation status. Using the real-time hybrid rolling vibration test bench for track vehicle operation status as described in any of the above embodiments, as shown in Figures 3-5, the method includes the following steps:

[0073] S10, set the initial running speed of the test substructure (300) in the simulation system, and set the track irregularities and external excitation loads on the numerical model of the line;

[0074] S20, the control system controls the track wheel 123 to accelerate to a set speed, and maintains the speed of the track wheel 123 constant during the test;

[0075] S30, at the initial moment, the initial and final positions of the test substructure (300) on the numerical model of the line are set. The data acquisition device detects the wheel-rail interaction force, or the wheel-rail interaction force and the connection force between the front and rear ends of the test substructure (300), and sends an electrical signal to the numerical model solving module of the line. Under the action of the initial external excitation load, the numerical model solving module of the line calculates the pose response of the numerical model of the line at the initial moment. The track irregularity at the current position is superimposed to obtain the desired pose command at the initial moment. The control system receives the desired pose command at the initial moment and sends an instruction to the six-degree-of-freedom loading device 110 to control the six-degree-of-freedom loading device 110 to reproduce the actual vibration of the test substructure 300.

[0076] S40, the data acquisition device detects the wheel-rail interaction force and sends an electrical signal to the line numerical model solution module;

[0077] S50, enter the next moment, calculate the moving distance of the test substructure (300) based on the real-time rotational speed of the wheelset 320, update the position of the test substructure (300) in the line numerical model based on the moving distance of the test substructure (300), and update the position of the wheel-rail contact force. Under the external excitation load at the current moment, the line numerical model solving module calculates the pose response of the line numerical model at the current moment; superimpose the track irregularity at the current position to obtain the desired pose command at the current moment; the control system receives the desired pose command at the current moment and sends the instruction to the six-degree-of-freedom loading device 110 to control the six-degree-of-freedom loading device 110 to reproduce the actual vibration of the test substructure 300;

[0078] S60, repeat steps S40 to S50 until the test substructure (300) travels to the end position, and the test is completed.

[0079] In some embodiments,

[0080] S30, the expected pose command is modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device 110;

[0081] S50, the desired pose command is modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device 110.

[0082] In some embodiments,

[0083] In S20, the control system controls each track wheel 123 to rotate synchronously;

[0084] In S40, the data acquisition device also detects the connection force between the front and rear ends of the test substructure 300;

[0085] In S50, the position of the wheel-rail contact force is updated simultaneously with the position of the connecting force at the front and rear ends of the test substructure 300.

[0086] The above are merely preferred embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural transformations made under the concept of the present invention using the description and drawings of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A real-time hybrid rolling vibration test bench for track vehicle line operation, characterized in that, include: The test substructure (300) is a train simulation component to be tested. The test substructure (300) is a single bogie (310) or a train set including at least one complete vehicle. The complete vehicle includes two bogies (310), and the bogies (310) include at least two wheelsets (320). Fixing device (200), the front and rear ends of the test substructure (300) are respectively connected to the fixing device (200), the fixing device (200) is used to limit the displacement of the test substructure (300) along its length direction; The test bench (100) includes a six-degree-of-freedom loading device (110) and a wheel-rail contact simulation device (120). Each bogie (310) has a test bench (100) at its bottom. The six-degree-of-freedom loading device (110) in the test bench (100) is used to apply loads to the wheelset (320). Each wheelset (320) has a wheel-rail contact simulation device (120) at its bottom. The wheel-rail contact simulation device (120) is used to drive the wheelset (320) to rotate. A data acquisition device is used to detect the rotational speed of the wheelset (320), the force generated by the six-degree-of-freedom loading device (110), the connection force between the front and rear ends of the test substructure (300), and the wheel-rail interaction force; the wheel-rail interaction force is the force between the wheelset (320) and the track wheel (123); the connection force between the front and rear ends of the test substructure (300) is the force between the front end of the test substructure (300) and the fixing device (200), and / or, the force between the rear end of the test substructure (300) and the fixing device (200); The excitation module includes a first excitation module and a second excitation module. The first excitation module is used to set the external excitation load on the numerical model of the line, and the second excitation module is used to set the track irregularities on the numerical model of the line. The numerical model of the line includes the track, the track slab structure and the substructure. The substructure includes, but is not limited to, bridges, embankments, road-bridge transition sections and tunnels. A simulation system is used to establish a numerical substructure. The simulation system selects the remaining part of the rail transit train-track coupling system, excluding the test substructure (300), as the numerical substructure based on the real-time hybrid test theory. The first dividing interface is the wheel-rail contact point, and the second dividing interface is the connection point between the front and rear ends of the test substructure (300). The wheel-rail contact point is the contact point between the wheelset (320) and the wheel-rail contact simulation device (120). The connection point between the front and rear ends of the test substructure (300) is the contact point between the front end of the test substructure (300) and the fixing device (200), and / or, the contact point between the rear end of the test substructure (300) and the fixing device (200). The simulation system performs simulation based on the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module, or the simulation system performs simulation based on the connection force between the front and rear ends of the test substructure (300) and the wheel-rail force detected by the data acquisition device and the electrical signal emitted by the excitation module. The numerical model solving module for the test substructure (300) is used to solve the spatial pose response of the wheel-rail contact point when passing through the numerical model of the test line under the action of external excitation load and track irregularity. The numerical model solving module for the test line is used to solve the dynamic response of the complex line structure in real time through an unconditionally stable explicit integral algorithm or a surrogate model method based on deep learning. The control system includes a pose control module and a speed control module. The pose control module includes a boundary coordination module, a time delay compensation module, and a motion control module. The pose control module receives the solution results output by the line numerical model solving module and uses them to control the spatial pose loading of the six-degree-of-freedom loading device (110) to reproduce the vibration of the test substructure (300). The speed control module is used to control the speed of the track wheel (123).

2. The real-time hybrid rolling vibration test bench for track vehicle line operation as described in claim 1, characterized in that, The boundary coordination module includes a line response input interface and a desired pose output interface. The line response input interface receives the calculation results output by the line numerical model solving module. The boundary coordination module converts the continuous curve obtained by the line numerical model solving module into discrete polyline segments. The boundary coordination module ensures that the root mean square error between the converted discrete polyline segments and the original curve meets the accuracy requirements. The boundary coordination module outputs the discrete polyline segments as desired pose signals from the desired pose output interface. The time delay compensation module includes a desired pose signal input interface and a command pose signal output interface. The desired pose signal input interface receives the desired pose signal output by the boundary coordination module. The time delay compensation module corrects and compensates for the response time lag error and amplitude tracking error caused by the dynamic characteristics of the six-degree-of-freedom loading device (110). The command pose signal output interface outputs the command pose signal. The motion control module receives the command pose signal output by the time delay compensation module. The motion control module uses PID control or three-parameter linear control method as the underlying control module. The motion control module inputs commands to the six-degree-of-freedom loading device (110).

3. The real-time hybrid rolling vibration test bench for track vehicle line operation status as described in claim 2, characterized in that, The time delay compensation module has a correction compensation algorithm interface, which is used to modify the correction compensation algorithm.

4. The real-time hybrid rolling vibration test bench for track vehicle line operation status as described in claim 3, characterized in that, The six-degree-of-freedom loading device (110) includes an actuator (111) and a moving platform (112). The actuator (111) is used to simulate the yaw angle, roll angle and pitch angle rotation direction excitation, vertical excitation and lateral excitation of the test substructure (300). The wheel-rail contact simulation device (120) is set on the moving platform (112). The rail wheel (123) abuts against the wheelset (320) to drive the wheelset (320) to rotate.

5. The real-time hybrid rolling vibration test bench for track vehicle line operation status as described in claim 4, characterized in that, The data acquisition device includes a first displacement sensor for detecting the elongation of each actuator (111), a first force sensor for detecting the force generated by each actuator (111), a first acceleration sensor for detecting the acceleration of the moving platform (112), an attitude sensor for detecting the position and orientation of the moving platform (112), a first encoder for detecting the rotational speed of the track wheel (123), a third force sensor for detecting the connection force between the test substructure (300) and the fixed device (200), and a second force sensor for detecting the force between the wheelset (320) and the track wheel (123); wherein the first displacement sensor, the first force sensor, the first acceleration sensor and the attitude sensor all send electrical signals to the attitude control module, the second force sensor and the third force sensor all send electrical signals to the line numerical model solving module, and the first encoder sends electrical signals to the rotational speed control module.

6. The real-time hybrid rolling vibration test bench for track vehicle line operation status as described in claim 5, characterized in that, The data acquisition device further includes a second acceleration sensor for detecting the acceleration of the test substructure (300) and / or a second displacement sensor for detecting the displacement of the test substructure (300) and / or a second encoder for detecting the rotational speed of the wheelset (320).

7. A test method for a real-time hybrid rolling vibration test bench for track vehicle line operation, using the real-time hybrid rolling vibration test bench for track vehicle line operation as described in any one of claims 2-6, characterized in that, Includes the following steps: S10, set the initial running speed of the test substructure (300) in the simulation system, and set the track irregularities and external excitation loads on the numerical model of the line; S20, the control system controls the track wheel (123) to accelerate to a set speed, and maintains the speed of the track wheel (123) constant during the test; S30, at the initial moment, the initial position and the end position of the test substructure (300) on the line numerical model are set. The data acquisition device detects the wheel-rail interaction force, or the wheel-rail interaction force and the connection force between the front and rear ends of the test substructure (300), and sends an electrical signal to the line numerical model solution module. Under the initial external excitation load, the line numerical model solving module calculates the pose response of the line numerical model at the initial moment; the track irregularity at the current position is superimposed to obtain the desired pose command at the initial moment; the control system receives the desired pose command at the initial moment and sends the command to the six-degree-of-freedom loading device (110) to control the six-degree-of-freedom loading device (110) to reproduce the actual vibration of the test substructure (300); S40, the data acquisition device detects the wheel-rail interaction force and sends an electrical signal to the line numerical model solution module; S50, enter the next moment, calculate the moving distance of the test substructure (300) according to the real-time rotation speed of the wheelset (320), update the position of the test substructure (300) in the line numerical model according to the moving distance of the test substructure (300), and update the position of the wheel-rail contact force. Under the external excitation load at the current moment, the line numerical model solving module calculates the pose response of the line numerical model at the current moment; superimpose the track irregularity at the current position to obtain the desired pose command at the current moment; the control system receives the desired pose command at the current moment and sends the command to the six-degree-of-freedom loading device (110) to control the six-degree-of-freedom loading device (110) to reproduce the actual vibration of the test substructure (300); S60, repeat steps S40 to S50 until the test substructure (300) travels to the end position, and the test is completed.

8. The test method for the real-time hybrid rolling vibration test bench for track vehicle line operation as described in claim 7, characterized in that, In step S30, the desired pose command is modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device (110). In step S50, the desired pose command is modulated by the boundary coordination module, time delay compensation module and motion control module of the control system and then sent to the six-degree-of-freedom loading device (110).

9. The test method for the real-time hybrid rolling vibration test bench for track vehicle line operation as described in claim 7, characterized in that, In step S20, the control system controls each track wheel (123) to rotate synchronously; In step S40, the data acquisition device also detects the connection force between the front and rear ends of the test substructure (300); In step S50, the position of the wheel-rail contact force is updated while the position of the connecting force at the front and rear ends of the test substructure (300) is also updated.

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