CN113139293A - Dynamic simulation modeling method for rubber element of railway vehicle - Google Patents
Dynamic simulation modeling method for rubber element of railway vehicle Download PDFInfo
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Abstract
The invention discloses a dynamic simulation modeling method of a rubber element of a railway vehicle, which comprises the following operations: s1, establishing a vehicle-track three-dimensional coupling vibration calculation model, and obtaining the relative displacement among a vehicle body, a frame and wheel pairs under the condition of wheel-track coupling vibration through numerical calculation; s2, constructing a rubber element suspension force calculation module, wherein the rubber element suspension force calculation module is used for calculating elastic force, friction force and viscous force provided by a rubber element; s3, superposing the elastic force, the friction force and the viscous force obtained by calculation in the S2, outputting the total force provided by the rubber element, and feeding the total force back to the body, the framework and the wheel pair of the vehicle; s4, repeating the operations of the steps S1-S3; s5, outputting the displacement of the rubber element and the suspension force provided by the rubber element in real time to obtain a force-displacement change curve; the model has high simulation degree and high solving speed, and can output the displacement of the rubber element and the suspension force provided by the rubber element under the condition of complex wheel-rail interaction in real time, thereby obtaining the hysteresis characteristic curve of the element.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a dynamic simulation modeling method for a rubber element of a railway vehicle.
Background
With the increase of the operating mileage of the railway vehicle, the operating and maintaining problems of new vehicles and new repair lines become more and more obvious. As a common external stimulus, short-wave irregularities caused by wheel-rail surface wear will greatly exacerbate wheel-rail interactions and vibrations. In such a severe operating environment, if the suspension system of the railway vehicle truck does not isolate the high frequency vibrations between the wheel rails well from the frame and the vehicle body, high frequency flutter will occur throughout the vehicle, thereby exacerbating fatigue failure of various structural components of the vehicle and seriously threatening the service life thereof. Therefore, in order to ensure the long-term service performance of the railway vehicle in a complex environment state, a suspension element model which is more in line with the actual operation condition needs to be established, and the influence rule of the dynamic nonlinear performance of the suspension element in the complex service environment on the dynamic performance and the vibration transmission characteristic of the railway vehicle system is researched systematically, so that theoretical and technical support is provided for the optimization design of the railway vehicle bogie system in China.
Under the action of different external forces, the mechanical properties of the rubber element are different, and the rubber element can be specifically divided into a static model and a dynamic model. The research on the static mechanical properties of rubber elements mainly focuses on the aspects of constitutive models of rubber materials and experimental acquisition methods of parameters, static force analysis methods and the like, and the research work thereof is relatively mature. The study of the characteristics of the dynamic behaviour of rubber elements is relatively slow, especially in the railway field where this is of particular interest. The dynamic characteristics of the rubber element are greatly related to the dynamic performance of the vehicle and the transmission characteristics of high-frequency vibration, so that the rubber element is directly related to the fatigue life of vehicle parts and the driving safety. In the matching design of the rubber element of the bogie, the dynamic characteristic of the rubber element is relatively complex, and the dynamic characteristic is greatly influenced by the preload, the excitation frequency, the amplitude and the external temperature.
At present, the modeling method for rubber elements in a railway vehicle suspension system at home and abroad mostly adopts an early linear modeling method, and has the following limitations:
1. the frequency dependence, amplitude dependence and preload characteristics of the rubber element cannot be embodied.
2. The existing partial model fully considers the actual physical characteristics of rubber materials and introduces more characterization parameters, but the model is too complex and time-consuming to calculate, so that the partial model is not suitable for real-time simulation analysis of railway vehicle system dynamics.
Disclosure of Invention
In order to overcome the defects, the inventor of the invention continuously reforms and innovates through long-term exploration and trial and a plurality of experiments and endeavors, and provides a dynamic simulation modeling method of the rubber element of the railway vehicle, which fully considers the characteristics of the rigidity of the rubber element of the railway vehicle along with the change of excitation frequency and amplitude, can better reflect the actual situation by the calculated simulation data, simultaneously considers the solving speed, is suitable for the on-line simulation calculation of the system dynamics of the railway vehicle, and outputs the displacement of the rubber element and the suspension force provided by the rubber element under the condition of complex wheel-rail interaction in real time, thereby obtaining the hysteresis characteristic curve of the element.
The technical scheme adopted by the invention for realizing the aim is as follows: there is provided a method of dynamic simulation modeling of rubber components of a railway vehicle, comprising the operations of:
s1, establishing a vehicle-track three-dimensional coupling vibration calculation model based on a multi-body dynamics theory, and obtaining the relative displacement among a vehicle body, a frame and wheel pairs under the condition of wheel-track coupling vibration through numerical calculation;
s2, constructing a rubber element suspension force calculation module based on an elastic-plastic theory, wherein the module is used for calculating elastic force, friction force and viscous force provided by a rubber element;
s3, superposing the elastic force, the friction force and the viscous force obtained by calculation in the S2, outputting the total force provided by the rubber element, and feeding the total force back to the body, the framework and the wheel pair of the vehicle;
s4, repeating the operations of the steps S1-S3 to realize dynamic simulation calculation of the rubber element;
and S5, outputting the displacement of the rubber element and the suspension force provided by the rubber element in real time to obtain a force-displacement change curve.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the vehicle-track three-dimensional coupling vibration calculation model comprises three sub-modules:
the vehicle system submodule is established on the basis of a multi-body dynamics theory;
the track system submodule is established according to actual line conditions;
and the wheel-rail interaction submodule is established according to the wheel-rail geometric profile.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the vehicle system submodule and the rail system submodule are connected through the wheel-rail interaction submodule, so that the vehicle system submodule, the rail system submodule and the wheel-rail interaction submodule form a vehicle-rail three-dimensional coupling vibration calculation model.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the vehicle body, the framework and the wheel pair of the locomotive model all consider the movements in 6 directions of longitudinal direction, transverse direction, vertical direction, side rolling, nodding and shaking.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the suspension components were simulated using a common spring damping unit except for the rubber element.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the track model adopts a ballast track model.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: in the wheel-rail interaction model, a wheel-rail contact geometric relation adopts a space dynamic coupling model; solving the normal force of the wheel track by using a Hertz nonlinear elastic contact theory; the calculation of the wheel-rail creep force adopts Kalker linear theory and combines with Shen's theory to carry out nonlinear correction.
According to the dynamic simulation modeling method of the rubber element of the railway vehicle, the further preferable technical scheme is as follows: the rubber element suspension force calculation module decomposes the total force of the rubber element into three forces of elastic force, friction force and viscous force to be calculated respectively, a linear spring is introduced to represent the static characteristic of the rubber element, the friction force is introduced to reflect the influence of vibration amplitude on the dynamic characteristic of the rubber, and fractional differential viscoelastic force is introduced to reflect the influence of excitation of different frequencies on the dynamic characteristic of the rubber element
Compared with the prior art, the technical scheme of the invention has the following advantages/beneficial effects:
1. based on the elastoplasticity theory, the method fully considers the characteristic that the rigidity of the rubber element of the railway vehicle changes along with the excitation frequency and the amplitude, and the calculated simulation data can better reflect the actual situation;
2. the method considers the accuracy of the model and simultaneously considers the solving speed of the simulation calculation, and is suitable for the on-line simulation calculation of the railway vehicle system dynamics;
3. according to the method provided by the invention, the displacement of the rubber element and the suspension force provided by the rubber element under the condition of complex wheel-rail interaction can be output in real time, so that the hysteresis characteristic curve of the element is obtained.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
FIG. 1 is a schematic flow chart of the operation of the present invention.
FIG. 2 is a force-time curve of the entire dynamic history of the rubber node output in the example.
FIG. 3 is the force-displacement curve of the whole dynamic course of the rubber node output in the embodiment.
FIG. 4 is a force-displacement curve of the rubber node during the 2-3s steady state output in the example.
FIG. 5 is a force-displacement curve of a rubber node during a 6-7s drop of the output in the example.
FIG. 6 is a graph of the force-displacement variation of the rubber node during the 15-16s steady state output in the example.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention are clearly and completely described below, and it is obvious that the described embodiments are some embodiments of the present invention, but not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the invention, are within the scope of the invention. Thus, the detailed description of the embodiments of the invention provided below is not intended to limit the scope of the claimed invention, but is merely representative of selected embodiments of the invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it may not be further defined and explained in subsequent figures.
Example (b):
a method of dynamic simulation modeling of rubber components of a railway vehicle, comprising the operations of:
s1, establishing a vehicle-track three-dimensional coupling vibration calculation model based on a multi-body dynamics theory, and obtaining relative displacement between structural components of the vehicle under the condition of wheel-track coupling vibration through numerical calculation; here, the numerical calculation refers to a numerical solution method, specifically, a method for solving a differential equation: such as Newmark-beta method, Longge Kutta method, etc.;
s2, constructing a rubber element suspension force calculation module based on an elastic-plastic theory, wherein the module is used for calculating elastic force, friction force and viscous force provided by a rubber element;
s3, superposing the elastic force, the friction force and the viscous force obtained by calculation in the S2, outputting the total force provided by the rubber element, and feeding the total force back to each part of the vehicle;
s4, repeating the operations of the steps S1-S3 to realize dynamic simulation calculation of the rubber element;
and S5, outputting the displacement of the rubber element and the suspension force provided by the rubber element in real time to obtain a force-displacement change curve.
The vehicle-track three-dimensional coupling vibration calculation model comprises three sub-modules: the vehicle system submodule is established on the basis of a multi-body dynamics theory; the track system submodule is established according to actual line conditions; and the wheel-rail interaction submodule is established according to the wheel-rail geometric profile. The vehicle system submodule and the rail system submodule are connected through the wheel-rail interaction submodule, so that the vehicle system submodule, the rail system submodule and the wheel-rail interaction submodule form a vehicle-rail three-dimensional coupling vibration calculation model.
In the embodiment, a multi-body dynamics model of a single locomotive is established, wherein the locomotive model refers to structural parameters of a certain domestic electric locomotive, and comprises a locomotive body, two frameworks, two traction pull rods, four traction motors and four wheel pairs, and the locomotive body, the frameworks and the wheel pairs of the locomotive model consider the motions in 6 directions, namely longitudinal, transverse, vertical, side rolling, nodding and shaking. Except for the rubber element, each suspension part is simulated by adopting a common spring damping unit, and other non-rubber suspension parts are simulated by adopting a spring damping force element, namely, each part on the locomotive is connected by a spring, a shock absorber and a rubber element, so that the force transmission and buffering effects are realized. The spring and the shock absorber are simulated by adopting a spring damping force element, and the rubber element is simulated by adopting the modeling method provided by the invention. The track model considers the ballast track commonly adopted by domestic electric locomotives and consists of steel rails, fasteners, sleepers, ballast beds and roadbed.
In the wheel-rail interaction model, a wheel-rail contact geometric relation adopts a space dynamic coupling model; solving the normal force of the wheel track by using a Hertz nonlinear elastic contact theory; the calculation of the wheel-rail creep force adopts Kalker linear theory and combines with Shen's theory to carry out nonlinear correction.
Furthermore, a rubber element suspension force calculation module is constructed based on the elasto-plastic theory. The module applies a total force F to the rubber elementrDecomposed into elastic forces FeFrictional force FfAnd viscosity FvThree forces were calculated separately:
Fr＝Fe+Ff+Fv (1)
first a linear spring was introduced to characterize the static behavior of the rubber element:
Fe＝kx (2)
wherein x is the rubber deformation and k is the stiffness provided by the rubber material.
Then, friction is introduced to reflect the influence of vibration amplitude on the dynamic characteristics of the rubber:
wherein u ═ Ffs/Ffmax；FfmaxMaximum friction, x, provided for the interior of the rubber material2For which half F of the maximum friction force is reachedfmaxRequired displacement at/2; (x)s,Ffs) For the starting point of each bifurcation in the hysteresis loop of the rubber element, initially (x)s,Ffs) After that, (0,0) is updated continuously with the vibration process.
And finally, introducing fractional order differential viscoelastic force to reflect the influence of excitation of different frequencies on the dynamic characteristics of the rubber element:
wherein b is the damping coefficient of the rubber material; α is a fractional order of differentiation and 0< α < 1;
according to the Grunnwald definition, the fractional differential in formula (4) can be calculated from formulas (5) and (6):
wherein, Δ t is an integration step; n is the truncation order, and Γ (·) is the gamma function.
In this embodiment, the vehicle is coasting through the curve at a running speed of 70km/h, outputting the force transmitted at the rubber locating node in real time. The specific line parameters are as follows: the relief curve 80m, the circular curve 240m and the curve radius 400 m. FIG. 2 is a graph showing the longitudinal force versus time for the rubber locating node force. It can be seen that the dynamic change of the node force goes through the process of steady state-descending-steady state-ascending-steady state, because the line is in a straight line-transition curve-circular curve-transition curve-straight line distribution mode.
FIG. 3 is a longitudinal force versus displacement curve at a rubber locating node. It can be seen that the dynamic history differs from the conventional linear spring-damper cell model, but exhibits a corresponding hysteresis characteristic. The whole hysteresis curve is in a narrow strip shape and shows certain nonlinear characteristics.
FIG. 4 shows a longitudinal force-displacement variation curve at a rubber positioning node in a 2-3s steady state process. Since the whole system is gradually balanced without external excitation, the force-displacement curve converges to the balance position (0,0) in a ring shape in the process.
FIG. 5 corresponds to a 6-7s node force drop process. The force-displacement curve in this process does not show a hysteresis behavior, but fluctuates down along an inclined straight line.
FIG. 6 is a longitudinal force-displacement variation curve at a rubber locating node during another steady state process for 15-16 s. The process shows obvious hysteresis characteristic, is also in a closed ring shape, and shows the dynamic characteristic of the rubber material.
Therefore, the dynamic simulation modeling of the rubber element of the railway vehicle is successfully realized by adopting the method.
The noun explains:
multi-body system dynamics theory: the method is characterized in that all parts (a vehicle body, wheel sets and a framework) of the vehicle are abstracted into objects, the interaction among the objects is realized by a force element, the external action on the objects is realized by an external force (couple), and the dynamic response (displacement, speed and acceleration) of the objects is solved through numerical calculation.
In the description of the invention, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to specific situations.
In the present invention, unless otherwise expressly specified or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. The first feature being "under," "below," and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or merely indicates that the first feature is at a lower level than the second feature.
The above are only preferred embodiments of the invention, and it should be noted that the above preferred embodiments should not be considered as limiting the invention, and the scope of the invention should be determined by the scope of the appended claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and these modifications and adaptations should be considered within the scope of the invention.
Claims (8)
1. A method for dynamic simulation modeling of rubber components of railway vehicles, characterized in that it comprises the following operations:
s1, establishing a vehicle-track three-dimensional coupling vibration calculation model based on a multi-body dynamics theory, and obtaining the relative displacement among a vehicle body, a frame and wheel pairs under the condition of wheel-track coupling vibration through numerical calculation;
s2, constructing a rubber element suspension force calculation module based on an elastic-plastic theory, wherein the module is used for calculating elastic force, friction force and viscous force provided by a rubber element;
s3, superposing the elastic force, the friction force and the viscous force obtained by calculation in the S2, outputting the total force provided by the rubber element, and feeding the total force back to the body, the framework and the wheel pair of the vehicle;
s4, repeating the operations of the steps S1-S3 to realize dynamic simulation calculation of the rubber element;
and S5, outputting the displacement of the rubber element and the suspension force provided by the rubber element in real time to obtain a force-displacement change curve.
2. The method of claim 1, wherein the vehicle-track three-dimensional coupled vibration calculation model comprises three sub-modules:
the vehicle system submodule is established on the basis of a multi-body dynamics theory;
the track system submodule is established according to actual line conditions;
and the wheel-rail interaction submodule is established according to the wheel-rail geometric profile.
3. The method of claim 2, wherein the vehicle system submodule and the rail system submodule are connected through a wheel-rail interaction submodule, so that the vehicle system submodule, the rail system submodule and the wheel-rail interaction submodule form a vehicle-rail three-dimensional coupling vibration calculation model.
4. A method for dynamic simulation modeling of rubber components of railway vehicles according to claim 1, characterized in that the car body, frame and wheelset of the locomotive model all consider the movements of 6 directions of longitudinal, lateral, vertical, roll, nod and yaw.
5. The method according to claim 4, wherein the suspension members other than the rubber member are simulated by using a common spring damping unit.
6. The dynamic simulation modeling method for rubber components of railway vehicles according to claim 1, characterized in that the track model is a ballast track model.
7. The method according to claim 1, wherein in the wheel-rail interaction model, a wheel-rail contact geometric relationship adopts a space dynamic coupling model; solving the normal force of the wheel track by using a Hertz nonlinear elastic contact theory; the calculation of the wheel-rail creep force adopts Kalker linear theory and combines with Shen's theory to carry out nonlinear correction.
8. The dynamic simulation modeling method for the rubber element of the railway vehicle according to claim 1, wherein the rubber element suspension force calculation module decomposes the total force of the rubber element into three forces of elastic force, friction force and viscous force to be calculated respectively, a linear spring is introduced to represent the static characteristic of the rubber element, the friction force is introduced to represent the influence of vibration amplitude on the dynamic characteristic of the rubber element, and fractional differential viscoelastic force is introduced to represent the influence of excitation of different frequencies on the dynamic characteristic of the rubber element.
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