WO2024067489A1

WO2024067489A1 - Rail vehicle suspension parameter screening method and apparatus, and device and medium

Info

Publication number: WO2024067489A1
Application number: PCT/CN2023/121119
Authority: WO
Inventors: 滕万秀; 丁鑫; 李永生; 党鹏
Original assignee: 中车长春轨道客车股份有限公司
Priority date: 2022-09-30
Filing date: 2023-09-25
Publication date: 2024-04-04
Also published as: CN115577448A

Abstract

Provided in the present application are a rail vehicle suspension parameter screening method and apparatus, and a device and a medium. The screening method comprises: on the basis of a rail parameter and a rail vehicle parameter, determining the real vibration frequency between a rail and a rail vehicle; constructing a vehicle-rail coupling power performance analysis model; on the basis of the real vibration frequency, selecting a suspension parameter set to be subjected to screening, and inputting said suspension parameter set into the vehicle-rail coupling power performance analysis model to perform simulation calculation, so as to obtain a simulated vibration frequency corresponding to said suspension parameter set; and according to the real vibration frequency and the simulated vibration frequency, correcting said suspension parameter set to obtain a target suspension parameter set, such that the vehicle-line coupling resonance phenomenon between the rail and the rail vehicle is reduced by means of the target suspension parameter set. According to the screening method and the screening apparatus, vehicle-line coupling resonance can be effectively reduced by means of an obtained suspension parameter set, thereby achieving the aim of reducing the vibration of a vehicle body, and improving the ride comfort for passengers.

Description

A method, device, equipment and medium for screening suspension parameters of rail vehicles

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Chinese patent application number 2022112087369, filed with the Chinese Patent Office on September 30, 2022, and entitled “A method, device, equipment and medium for screening suspension parameters of rail vehicles”, the entire contents of which are incorporated by reference into this application.

Technical Field

The present application relates to the field of rail transit technology, and in particular to a method, device, equipment and medium for screening suspension parameters of rail vehicles.

Background technique

Railway transportation has the advantages of large unit volume, low energy consumption, small footprint, safety and punctuality, and has an absolute advantage in medium and long-distance transportation. At home and abroad, countries are vigorously developing railway transportation and establishing a well-connected railway transportation network. For a country like my country with a vast territory, rivers, lakes and mountains, railway transportation is of great significance to the development of the national economy and the improvement of people's living standards. With the development of heavy-duty and high-speed trains, the load and running speed of trains have increased significantly, which has strengthened the vibration response of vehicle-line coupling. Under unfavorable conditions, the vibration of vehicle-line coupling may cause drivers and passengers to be uncomfortable, cargo damage, derailment and other phenomena.

Early dynamic analysis used rail vehicles as separate analysis objects. However, as the basis for train operation, rail lines not only play a supporting and guiding role, but also vibrate during train operation. Line vibration has a significant impact on the train's operating performance. The vibrations of the two in space affect each other. When the vibration mode of the rail line resonates with the vibration mode of the rail vehicle, it will have an adverse effect on the critical speed, safety, stability and comfort of the train operation. Therefore, as a large dynamic coupling system, the rail line and rail vehicle need to be analyzed in the train-track coupling dynamic performance analysis model to analyze the dynamic response of the entire system.

In order to reduce the impact of vehicle-line coupling resonance on train running quality, it is necessary to comprehensively consider the vibration modes of the track line and rail vehicle. Since the line conditions are relatively fixed, the vibration mode of the track line is difficult to change, while the vibration mode of the train can be adjusted through the parameters of the suspension system. However, in the current design process of vehicle suspension parameters, the phenomenon of vehicle-line coupling resonance is not comprehensively considered, so it is necessary to optimize the design of the vehicle suspension parameters.

Summary of the invention

In view of this, the purpose of the present application is to provide a method, device, equipment and medium for screening suspension parameters of rail vehicles, which does not require all parameter combinations in the train suspension parameter library to be input into the model for analysis, greatly improving the speed of designing a suspension parameter group that reduces the vehicle-line coupling resonance; and correcting the suspension parameter group according to the simulation results of the model so that the obtained suspension parameter group can effectively reduce the vehicle-line coupling resonance, achieve the purpose of reducing vehicle body vibration, and improve passenger riding comfort.

In a first aspect, an embodiment of the present application provides a method for screening suspension parameters of a rail vehicle, the screening method comprising:

Acquire track parameters corresponding to the track and track vehicle parameters corresponding to the track vehicle, and determine a true vibration frequency between the track and the track vehicle based on the track parameters and the track vehicle parameters;

Constructing a vehicle-track coupling dynamic performance analysis model; wherein the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model;

Based on the actual vibration frequency, a suspension parameter group to be screened is selected from a train suspension parameter library, and the suspension parameter group to be screened is input into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened; wherein the suspension parameter group to be screened includes a primary vertical stiffness and damping, a primary lateral stiffness and damping, a secondary vertical stiffness and damping, and a secondary lateral stiffness and damping;

The suspension parameter group to be screened is modified according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, so as to reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle through the target suspension parameter group.

Further, the determining the real vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters includes:

Performing a track vibration modal analysis on the track according to the track parameters to obtain a vibration mode corresponding to the track;

Performing a vehicle vibration modal analysis on the rail vehicle according to the rail vehicle parameters to obtain a vibration mode corresponding to the rail vehicle;

The actual vibration frequency between the track and the rail vehicle is determined based on the vibration mode corresponding to the track and the vibration mode corresponding to the rail vehicle.

Furthermore, the vehicle-track coupling dynamic performance analysis model is constructed through the following steps:

Constructing the vehicle dynamics model according to the rail vehicle parameters of the rail vehicle and the actual size of the vehicle;

Constructing the track dynamics model according to the track parameters of the track and the actual size of the track;

The vehicle-track coupling dynamic performance analysis model is constructed according to the vehicle dynamics model and the track dynamics model, and the vehicle dynamics model interacts with the track dynamics model through a suspension mechanism and a wheel-rail to achieve coupling between the vehicle dynamics model and the track dynamics model.

Furthermore, the to-be-screened suspension parameter group is corrected according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, including:

Determining whether the actual vibration frequency is greater than the simulated vibration frequency;

If yes, it is considered that the suspension parameter group to be screened reduces the vehicle-line coupling resonance between the track and the rail vehicle, and the suspension parameter group to be screened is determined as the suspension parameter group to be optimized;

If not, it is considered that the suspension parameter group to be optimized does not reduce the vehicle-line coupling resonance between the track and the rail vehicle, the suspension parameters in the suspension parameter group to be optimized are modified to obtain a modified suspension parameter group to be optimized, the modified suspension parameter group to be optimized is used to determine the suspension parameter group to be optimized, the suspension parameter group to be optimized is input into the vehicle-track coupling dynamic performance analysis model again for simulation calculation, the simulated vibration frequency corresponding to the suspension parameter group to be screened is obtained, and the step of determining whether the actual vibration frequency is greater than the simulated vibration frequency is returned to execute;

According to the suspension parameter group to be optimized, an index value corresponding to an evaluation index for evaluating the operating state of the rail vehicle is determined, and the suspension parameter group to be optimized is optimized according to the index value to obtain the target suspension parameter group.

Further, the evaluation index includes any one or more of the wheel-rail force index, critical speed index, train running stability index, comfort index and derailment safety index of the rail vehicle; the index value corresponding to the evaluation index for evaluating the running state of the rail vehicle is determined according to the suspension parameter group to be optimized, and the suspension parameter group to be optimized is optimized according to the index value to obtain the target suspension parameter group, including:

For each evaluation indicator of at least one evaluation indicator, determining an objective function corresponding to the evaluation indicator;

Determining the index value corresponding to the evaluation index according to the objective function and the suspension parameter group to be optimized;

When there is an index value less than or equal to the preset index threshold value among the index values corresponding to the at least one evaluation index, the multi-objective optimization algorithm is used to optimize the suspension parameter group to be optimized, and each evaluation index is recalculated. The indicator values corresponding to the evaluation indicators are evaluated until each indicator value is greater than the indicator threshold, thereby obtaining the target suspension parameter group;

When each of the indicator values corresponding to the at least one evaluation indicator is greater than the indicator threshold, the suspension parameter group to be optimized is determined as the target suspension parameter group.

Furthermore, the track parameters include rail quality parameters, fastener stiffness parameters, track plate elastic modulus parameters and Poisson's ratio parameters of the track.

Furthermore, the rail vehicle parameters include body mass parameters, load parameters, bogie mass parameters, primary suspension parameters and secondary suspension parameters of the rail vehicle.

In a second aspect, an embodiment of the present application further provides a device for screening suspension parameters of a rail vehicle, the screening device comprising:

A parameter acquisition module, used to acquire track parameters corresponding to the track and rail vehicle parameters corresponding to the rail vehicle, and determine a true vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters;

A model building module, used to build a vehicle-track coupling dynamic performance analysis model; wherein the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model;

A vibration frequency determination module, used for selecting a suspension parameter group to be screened from a train suspension parameter library based on the real vibration frequency, and inputting the suspension parameter group to be screened into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened; the suspension parameter group to be screened includes a primary vertical stiffness and damping, a primary lateral stiffness and damping, a secondary vertical stiffness and damping, and a secondary lateral stiffness and damping;

The suspension parameter determination module is used to correct the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group to reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle.

In a third aspect, an embodiment of the present application further provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and when the machine-readable instructions are executed by the processor, the steps of the method for screening suspension parameters of a rail vehicle as described above are performed.

In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the method for screening the suspension parameters of a rail vehicle as described above are executed.

The screening method and screening device for suspension parameters of rail vehicles provided in the embodiments of the present application, compared with the methods in the prior art, screen the suspension parameter group according to the real vibration frequency between the track and the rail vehicle, and input the suspension parameter group into the vehicle-track coupling dynamic performance analysis model for analysis, and modify the suspension parameter group according to the real vibration frequency and the simulated vibration frequency of the model simulation, so as to obtain a target suspension parameter group that can truly reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle. In this way, according to the method provided in the embodiments of the present application, it is not necessary to input all parameter combinations in the train suspension parameter library into the model for analysis, which greatly improves the speed of designing the suspension parameter group that reduces the vehicle-line coupling resonance. And modify the suspension parameter group according to the simulation results of the model, so that the obtained suspension parameter group can effectively reduce the vehicle-line coupling resonance, achieve the purpose of reducing the vibration of the vehicle body, and improve the riding comfort of passengers.

In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

FIG1 is a flow chart of a method for screening suspension parameters of a rail vehicle provided in an embodiment of the present application;

FIG2 is a flow chart of a method for determining a true vibration frequency provided in an embodiment of the present application;

FIG3 is a schematic structural diagram of a device for screening suspension parameters of a rail vehicle provided in an embodiment of the present application;

FIG. 4 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

Detailed ways

In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only It is only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

First, the application scenarios to which the present application is applicable are introduced. The present application can be applied in the field of rail transportation technology.

According to research, early dynamic analysis used rail vehicles as separate analysis objects. However, as the basis for train operation, rail lines not only play a supporting and guiding role, but also vibrate during train operation. Line vibration has a significant impact on the train's operating performance. The vibrations of the two in space affect each other. When the vibration mode of the rail line resonates with the vibration mode of the rail vehicle, it will have an adverse effect on the critical speed, safety, stability and comfort of the train operation. Therefore, as a large dynamic coupling system, the rail line and the rail vehicle need to be analyzed in the train-track coupling dynamic performance analysis model to analyze the dynamic response of the entire system.

In order to reduce the impact of vehicle-line coupling resonance on the running quality of the train, it is necessary to comprehensively consider the vibration modes of the track line and the rail vehicle. Since the line conditions are relatively fixed, the vibration mode of the track line is difficult to change, while the vibration mode of the train can be adjusted through the parameters of the suspension system (mainly including the first series of vertical stiffness and damping, the first series of lateral stiffness and damping, the second series of vertical stiffness and damping, and the second series of lateral stiffness and damping). However, in the current design process of vehicle suspension parameters, the phenomenon of vehicle-line coupling resonance is not comprehensively considered, so it is necessary to optimize the design of the vehicle suspension parameters.

Based on this, an embodiment of the present application provides a method for screening suspension parameters of rail vehicles, which greatly improves the speed of designing a suspension parameter group that reduces the vehicle-line coupling resonance. The obtained suspension parameter group can effectively reduce the vehicle-line coupling resonance, achieve the purpose of reducing vehicle body vibration, and improve passenger riding comfort.

Please refer to Figure 1, which is a flow chart of a method for screening suspension parameters of a rail vehicle provided in an embodiment of the present application. As shown in Figure 1, the screening method provided in an embodiment of the present application includes:

S101, obtaining track parameters corresponding to a track and track vehicle parameters corresponding to a track vehicle, and determining a real vibration frequency between the track and the track vehicle based on the track parameters and the track vehicle parameters.

It should be noted that the track and the rail vehicle are both real tracks and real vehicles in actual track operation. Track parameters refer to real parameters corresponding to the track. Rail vehicle parameters refer to real parameters corresponding to the rail vehicle. The real vibration frequency refers to the frequency of vibration generated between the track and the rail vehicle during the process of the rail vehicle running on the track.

For the above step S101, the track parameters corresponding to the track and the rail vehicle parameters corresponding to the rail vehicle are obtained, and the real vibration frequency between the track and the rail vehicle is determined based on the track parameters and the rail vehicle parameters. Here, since the geometry of the actual line is affected by many factors, it is impossible to analyze all the factors. Therefore, in this embodiment, the line parameters of a typical section on the Harbin-Dalian line are selected for track line modal analysis.

Specifically, the track parameters include rail quality parameters, fastener stiffness parameters, track plate elastic modulus parameters and Poisson's ratio parameters of the track.

Specifically, the rail vehicle parameters include body mass parameters, load parameters, bogie mass parameters, primary suspension parameters and secondary suspension parameters of the rail vehicle.

Please refer to FIG2 , which is a flow chart of a method for determining a real vibration frequency provided in an embodiment of the present application. As shown in FIG2 , the method for determining the real vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters includes:

S201, performing orbit vibration modal analysis on the orbit according to the orbit parameters to obtain a vibration mode corresponding to the orbit.

S202: Performing a vehicle vibration modal analysis on the rail vehicle according to the rail vehicle parameters to obtain a vibration mode corresponding to the rail vehicle.

It should be noted that the mode is the natural vibration characteristic of the structure, and each mode has a specific natural frequency, damping ratio and modal vibration shape. These modal parameters can be obtained by calculation or experimental analysis. Such a calculation or experimental analysis process is called modal analysis.

In the above steps S201 and S202, during the specific implementation, the track vibration modal analysis is performed according to the rail mass parameters, fastener stiffness parameters, track plate elastic modulus parameters and Poisson's ratio parameters of the track to obtain the vibration mode of the track. The vehicle vibration modal analysis is performed based on the suspension parameters to obtain the vibration mode of the rail vehicle. Here, how to perform the vibration modal analysis to obtain the vibration mode is described in detail in the prior art and will not be repeated here.

S203: determining a true vibration frequency between the track and the rail vehicle based on the vibration mode corresponding to the track and the vibration mode corresponding to the rail vehicle.

For the above-mentioned step S203, in the specific implementation, after the vibration mode corresponding to the track is obtained in step S201 and the vibration mode corresponding to the rail vehicle is obtained in step S202, the actual vibration frequency of the vibration generated between the track and the rail vehicle during the actual operation of the rail vehicle can be determined based on the vibration mode corresponding to the track and the vibration mode corresponding to the rail vehicle.

S102, constructing a vehicle-track coupling dynamic performance analysis model.

It should be noted that the vehicle-track coupling dynamic performance analysis model is a three-dimensional train-track coupling dynamic performance analysis model in which the longitudinal, lateral and vertical vibrations of the vehicle and the track affect each other. Specifically, the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model. The vehicle system and the track system are not isolated systems, but are coupled and affect each other.

For the above step S102, a vehicle-track coupling dynamic performance analysis model is constructed. Specifically, for the above step S102, the vehicle-track coupling dynamic performance analysis model is constructed through the following steps:

Step 1021: construct the vehicle dynamics model according to the rail vehicle parameters of the rail vehicle and the actual size of the vehicle.

Step 1022: construct the track dynamics model according to the track parameters and actual track size of the track.

Step 1023: construct the vehicle-track coupling dynamic performance analysis model according to the vehicle dynamics model and the track dynamics model, and the vehicle dynamics model interacts with the track dynamics model through a suspension mechanism and a wheel-rail to achieve coupling between the vehicle dynamics model and the track dynamics model.

It should be noted that the actual size of the vehicle refers to the actual size parameters of the rail vehicle. For example, the actual size of the vehicle may be the height, width and length of the rail vehicle, etc., which is not specifically limited in this application. The actual size of the track refers to the actual size parameters of the track. For example, the actual size of the track may be the track length, track width and curvature radius of the track, etc., which is not specifically limited in this application.

For the above steps 1021 to 1023, in the specific implementation, the actual size of the vehicle and the actual size of the track are obtained, and a vehicle dynamics model is constructed according to the track vehicle parameters of the rail vehicle and the actual size of the vehicle, and a track dynamics model is constructed according to the track parameters of the track and the actual size of the track. The vehicle dynamics model is constructed in the Hypermesh software according to the track parameters and the actual size of the vehicle. Then, the track dynamics model is constructed in the Hypermesh software according to the track parameters and the actual size of the track. The vehicle dynamics model interacts with the track dynamics model through the suspension mechanism and the wheel-rail to achieve the coupling between the two. A vehicle-track coupling dynamic performance analysis model is constructed according to the constructed vehicle dynamics model and track dynamics model using programming language or commercial software.

S103, selecting a suspension parameter group to be screened from a train suspension parameter library based on the actual vibration frequency, and inputting the suspension parameter group to be screened into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened.

It should be noted that the train suspension parameter library refers to a parameter library for storing various suspension parameters and suspension parameter groups. The suspension parameter group to be screened refers to a suspension parameter group extracted from the train suspension parameter library. Specifically, the suspension parameter group to be screened includes a first-system vertical stiffness and damping, a first-system lateral stiffness and damping, a second-system vertical stiffness and damping, and a second-system lateral stiffness and damping. The simulated vibration frequency refers to the frequency of the vibration generated between the vehicle dynamics model and the track dynamics model when simulating in the vehicle-track coupling dynamic performance analysis model.

For the above step S103, in the specific implementation, a suspension parameter group to be screened is selected from the train suspension parameter library based on the real vibration frequency, and the suspension parameter group to be screened is input into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain the simulated vibration frequency corresponding to the suspension parameter group to be screened. In this way, in the above step S103, the suspension parameter group to be screened selected from the train suspension parameter library according to the real vibration frequency is input into the model, and it is not necessary to input all parameter combinations in the rail vehicle suspension parameter library into the model for analysis, which greatly improves the speed of rail vehicle suspension parameter design for reducing vehicle-track coupling resonance.

S104, modifying the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, so as to reduce the vehicle-track coupling resonance phenomenon between the track and the rail vehicle through the target suspension parameter group.

It should be noted that the target suspension parameter group refers to the suspension parameter group obtained after modifying the suspension parameter group to be screened.

For the above step S104, in the specific implementation, the suspension parameter group to be screened is input into the constructed vehicle-track coupling dynamic performance analysis model, and the simulated vibration frequency after simulation and the real vibration frequency determined in step S101 are used to verify whether the suspension parameter group to be screened can effectively reduce the coupling resonance phenomenon between the vehicle and the track, and the suspension parameter group to be screened is corrected according to the real vibration frequency and the simulated vibration frequency to obtain the target suspension parameter group, so as to reduce the vehicle-track coupling resonance phenomenon between the track and the rail vehicle through the target suspension parameter group.

Specifically, with respect to the above step S104, the to-be-screened suspension parameter group is corrected according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, including:

Step 1041, determining whether the actual vibration frequency is greater than the simulated vibration frequency.

Step 1042: If yes, it is considered that the suspension parameter group to be screened reduces the vehicle-line coupling resonance between the track and the rail vehicle, and the suspension parameter group to be screened is determined as the suspension parameter group to be optimized.

Step 1043: if not, it is considered that the suspension parameter group to be optimized does not reduce the vehicle-line coupling resonance between the track and the rail vehicle, and the suspension parameters in the suspension parameter group to be optimized are modified to obtain a modified suspension parameter group to be optimized. The modified suspension parameter group to be optimized is used to determine the suspension parameter group to be optimized, and the suspension parameter group to be optimized is input into the vehicle-track coupling dynamic performance analysis model again for simulation calculation to obtain the simulated vibration frequency corresponding to the suspension parameter group to be screened, and the process returns to execute the step of determining whether the actual vibration frequency is greater than the simulated vibration frequency.

For the above steps 1041 to 1043, in the specific implementation, firstly perform the above step 1041 to determine whether the real vibration frequency is greater than or equal to the simulated vibration frequency. If the real vibration frequency is greater than or equal to the simulated vibration frequency, it is considered that the suspension parameter to be screened effectively reduces the vehicle-line coupling resonance between the track and the rail vehicle, then perform the above step 1042, and determine the suspension parameter group to be screened as the suspension parameter group to be optimized. If the real vibration frequency is equal to or less than the simulated vibration frequency, it is considered that the suspension parameter group to be optimized does not reduce the vehicle-line coupling resonance between the track and the rail vehicle, then perform the above step 1043, modify the suspension parameters in the suspension parameter group to be optimized, obtain the modified suspension parameter group to be optimized, determine the suspension parameter group to be optimized with the modified suspension parameter group to be optimized, input the suspension parameter group to be optimized into the vehicle-track coupling dynamic performance analysis model again for simulation calculation, obtain the simulated vibration frequency corresponding to the suspension parameter group to be screened, and return to the step of determining whether the real vibration frequency is greater than the simulated vibration frequency in step 1041. In this way, when the suspension parameter group to be optimized does not effectively reduce the vehicle-line coupling resonance, the suspension parameters in the suspension parameter group to be optimized are updated to obtain a new suspension parameter group to be optimized, and then it is judged again whether the new suspension parameter group to be optimized can effectively reduce the vehicle-line coupling resonance, until a suspension parameter group to be optimized that meets the requirements is obtained, and the suspension parameter group to be screened that meets the requirements is determined as the suspension parameter group to be optimized.

Step 1044, determining an index value corresponding to an evaluation index for evaluating the operating state of the rail vehicle according to the suspension parameter group to be optimized, and optimizing the suspension parameter group to be optimized according to the index value to obtain the target suspension parameter group.

It should be noted that the evaluation index refers to an index used to evaluate the operating status of a rail vehicle during operation. Here, according to the embodiment provided by the present application, the evaluation index includes the wheel-rail force index, critical speed index, Any one or more of the following indicators: indicator, train running stability indicator, comfort indicator and derailment safety indicator. The indicator value refers to the value corresponding to the evaluation indicator.

For the above step 1044, in the specific implementation, first determine the evaluation index for evaluating the operating status of the rail vehicle, then determine the index value corresponding to the evaluation index based on the suspension parameter group to be optimized, and optimize the suspension parameter group to be optimized based on the index value to obtain the target suspension parameter group.

Specifically, with respect to the above step 1044, determining the index value corresponding to the evaluation index for evaluating the operating state of the rail vehicle according to the suspension parameter group to be optimized, and optimizing the suspension parameter group to be optimized according to the index value to obtain the target suspension parameter group includes:

Step A: for each evaluation indicator of at least one evaluation indicator, determine the objective function corresponding to the evaluation indicator.

It should be noted that the objective function refers to the function used to calculate the index value corresponding to the evaluation index. For example, when the evaluation index is the train running stability index, in the "Railway Vehicle Dynamics Performance Evaluation and Test Evaluation Specification" (GB5599-1985), the objective function of the train running stability index is the following formula:

Where W is the train running stability index, A is the vibration acceleration, f is the vibration frequency, and F(f) is the frequency correction coefficient.

Regarding the above step A, during the specific implementation, for each evaluation indicator in at least one evaluation indicator, an objective function corresponding to the evaluation indicator is determined.

Step B: Determine the index value corresponding to the evaluation index according to the objective function and the suspension parameter group to be optimized.

For the above step B, in the specific implementation, the index value corresponding to the evaluation index is determined according to the objective function determined in step A and the suspension parameter group to be optimized. Specifically, continuing the embodiment in step A, when the evaluation index is the train running stability index, the suspension parameter group to be optimized needs to be substituted into the vehicle-track coupling dynamic performance analysis model for simulation, and the vibration acceleration, vibration frequency and frequency correction coefficient in the model are obtained, and then the above three parameters are substituted into the objective function to obtain the index value corresponding to the train running stability index.

Step C: When there is an indicator value less than or equal to a preset indicator threshold value among the indicator values corresponding to the at least one evaluation indicator, the suspension parameter group to be optimized is optimized using a multi-objective optimization algorithm, and the optimization result is recalculated. Calculate the indicator value corresponding to each evaluation indicator until each indicator value is greater than the indicator threshold, and obtain the target suspension parameter group.

Step D: When each of the indicator values corresponding to the at least one evaluation indicator is greater than the indicator threshold, the suspension parameter group to be optimized is determined as the target suspension parameter group.

It should be noted that the indicator threshold refers to a pre-set threshold used to determine whether the indicator value meets the requirements.

For the above steps C and D, in the specific implementation, after calculating the index value corresponding to each evaluation index in step B, it is determined whether all the index values are less than or equal to the preset index threshold. When there is an index value less than or equal to the index threshold, the above step C is executed. When there is an index value less than or equal to the preset index threshold among the index values corresponding to at least one evaluation index, the multi-objective optimization algorithm is used to optimize the suspension parameter group to be optimized to obtain the optimized suspension parameter group to be optimized, and the index value corresponding to each evaluation index is recalculated according to the optimized suspension parameter group to be optimized until all the index values are greater than the index threshold, and the optimized suspension parameter group to be optimized is determined as the target suspension parameter group. Here, the multi-objective optimization algorithm is described in detail in the prior art and will not be repeated here. If all the index values are greater than the preset index threshold, the above step D is executed. When each of the index values corresponding to at least one evaluation index is greater than the index threshold, the suspension parameter group to be optimized is determined as the target suspension parameter group.

In this way, in the above-mentioned steps A-step D, the application fully considers the impact of the vehicle-line coupling resonance on the wheel-rail force index, critical speed index, train running stability index, comfort index and derailment safety index of the rail vehicle, and improves the dynamic analysis of the railway transportation system. And the wheel-rail force index, critical speed index, train running stability index, comfort index and derailment safety index of the rail vehicle are all used as the objective function of optimization, and it is possible to comprehensively judge whether the various indicators in the train operation process meet the requirements in the design specification. And when the optimization of the suspension parameter group to be optimized is performed, a multi-objective optimization algorithm is adopted, and a non-inferior solution can be obtained in the multi-objective optimization problem of mutual constraint, so that it is as close as possible to the optimal state of each objective function, and the complexity of calculation is reduced at the same time, so that the complexity of the optimization algorithm is reduced, and it is ensured that the optimal solution will not be lost, and the speed of optimization can be rapidly improved.

The method for screening suspension parameters of a rail vehicle provided in an embodiment of the present application first obtains rail parameters corresponding to the rail and rail vehicle parameters corresponding to the rail vehicle, and determines the real vibration frequency between the rail and the rail vehicle based on the rail parameters and the rail vehicle parameters; then, constructs a vehicle-rail coupling dynamic performance analysis model; selects a suspension parameter group to be screened from a train suspension parameter library based on the real vibration frequency, and inputs the suspension parameter group to be screened into the vehicle-rail coupling dynamic performance analysis model for simulation calculation, and obtains to the simulated vibration frequency corresponding to the suspension parameter group to be screened; finally, the suspension parameter group to be screened is corrected according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, so as to reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle through the target suspension parameter group.

Compared with the methods in the prior art, the present application selects the suspension parameter group according to the real vibration frequency between the track and the rail vehicle, and inputs the suspension parameter group into the vehicle-track coupling dynamic performance analysis model for analysis, and corrects the suspension parameter group according to the real vibration frequency and the simulated vibration frequency of the model simulation, so as to obtain a target suspension parameter group that can truly reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle. In this way, according to the method provided in the embodiment of the present application, it is not necessary to input all parameter combinations in the train suspension parameter library into the model for analysis, which greatly improves the speed of designing the suspension parameter group that reduces the vehicle-line coupling resonance. And according to the simulation results of the model, the suspension parameter group is corrected so that the obtained suspension parameter group can effectively reduce the vehicle-line coupling resonance, achieve the purpose of reducing the vibration of the vehicle body, and improve the riding comfort of passengers.

Please refer to FIG3 , which is a schematic diagram of the structure of a device for screening suspension parameters of a rail vehicle provided in an embodiment of the present application. As shown in FIG3 , the screening device 300 includes:

A parameter acquisition module 301 is used to acquire track parameters corresponding to the track and rail vehicle parameters corresponding to the rail vehicle, and determine the real vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters;

A model building module 302 is used to build a vehicle-track coupling dynamic performance analysis model; wherein the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model;

A vibration frequency determination module 303 is used to select a suspension parameter group to be screened from a train suspension parameter library based on the real vibration frequency, and input the suspension parameter group to be screened into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened; the suspension parameter group to be screened includes a primary vertical stiffness and damping, a primary lateral stiffness and damping, a secondary vertical stiffness and damping, and a secondary lateral stiffness and damping;

The suspension parameter determination module 304 is used to modify the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group to reduce the vehicle-track coupling resonance phenomenon between the track and the rail vehicle.

Furthermore, when the parameter acquisition module 301 is used to determine the real vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters, the parameter acquisition module 301 is also used to:

Furthermore, the model building module 302 is further used to build the vehicle-track coupling dynamic performance analysis model through the following steps:

Furthermore, when the suspension parameter determination module 304 is used to modify the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain the target suspension parameter group, the suspension parameter determination module 304 is also used to:

Further, the evaluation index includes any one or more of the wheel-rail force index, critical speed index, train running stability index, comfort index and derailment safety index of the rail vehicle; the suspension parameter determination module 304 is used to determine the index value corresponding to the evaluation index for evaluating the running state of the rail vehicle according to the suspension parameter group to be optimized, and optimize the suspension parameter group to be optimized according to the index value to obtain the target suspension parameter group. When the suspension parameter determination module 304 is further used to:

When there is an indicator value less than or equal to a preset indicator threshold value among the indicator values corresponding to the at least one evaluation indicator, the suspension parameter group to be optimized is optimized using a multi-objective optimization algorithm, and the indicator value corresponding to each evaluation indicator is recalculated until each indicator value is greater than the indicator threshold value, thereby obtaining the target suspension parameter group;

Please refer to Fig. 4, which is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. As shown in Fig. 4, the electronic device 400 includes a processor 410, a memory 420 and a bus 430.

The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, the steps of the method for screening the suspension parameters of rail vehicles in the method embodiments shown in Figures 1 and 2 above can be executed. The specific implementation method can be found in the method embodiments, which will not be repeated here.

The embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method for screening the suspension parameters of a rail vehicle in the method embodiment shown in Figures 1 and 2 can be executed. The specific implementation method can be found in the method embodiment, which will not be repeated here.

Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that can be executed by a processor. Based on this understanding, the technical solution of the present application can be embodied in the form of a software product in essence or in other words, the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program codes.

It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description and are not to be understood as indicating or implying relative importance.

Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solution of the present application rather than to limit it. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-described embodiments, ordinary technicians in this field should understand that any technician familiar with the technical field can still modify the technical solution recorded in the above-described embodiments within the technical scope disclosed in the present application. The present invention is not intended to be construed as a technical solution, but as a solution that can be easily modified or easily conceived, or as a solution that replaces some of the technical features with equivalents; and these modifications, changes or replacements do not deviate the essence of the corresponding technical solution from the spirit and scope of the technical solution of the embodiment of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

A method for screening suspension parameters of a rail vehicle, characterized in that the screening method comprises:

Acquire track parameters corresponding to the track and track vehicle parameters corresponding to the track vehicle, and determine a true vibration frequency between the track and the track vehicle based on the track parameters and the track vehicle parameters;

Constructing a vehicle-track coupling dynamic performance analysis model; wherein the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model;

Based on the actual vibration frequency, a suspension parameter group to be screened is selected from a train suspension parameter library, and the suspension parameter group to be screened is input into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened; wherein the suspension parameter group to be screened includes a primary vertical stiffness and damping, a primary lateral stiffness and damping, a secondary vertical stiffness and damping, and a secondary lateral stiffness and damping;

The suspension parameter group to be screened is modified according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group, so as to reduce the vehicle-line coupling resonance phenomenon between the track and the rail vehicle through the target suspension parameter group.
The screening method according to claim 1, characterized in that the determining the true vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters comprises:

Performing a track vibration modal analysis on the track according to the track parameters to obtain a vibration mode corresponding to the track;

Performing a vehicle vibration modal analysis on the rail vehicle according to the rail vehicle parameters to obtain a vibration mode corresponding to the rail vehicle;

The actual vibration frequency between the track and the rail vehicle is determined based on the vibration mode corresponding to the track and the vibration mode corresponding to the rail vehicle.
The screening method according to claim 1 is characterized in that the vehicle-track coupling dynamic performance analysis model is constructed by the following steps:

The vehicle dynamics model is constructed according to the rail vehicle parameters and the actual size of the vehicle. type;

Constructing the track dynamics model according to the track parameters of the track and the actual size of the track;

The vehicle-track coupling dynamic performance analysis model is constructed according to the vehicle dynamics model and the track dynamics model, and the vehicle dynamics model interacts with the track dynamics model through a suspension mechanism and a wheel-rail to achieve coupling between the vehicle dynamics model and the track dynamics model.
The screening method according to claim 1 is characterized in that the step of correcting the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group comprises:

Determining whether the actual vibration frequency is greater than the simulated vibration frequency;

If yes, it is considered that the suspension parameter group to be screened reduces the vehicle-line coupling resonance between the track and the rail vehicle, and the suspension parameter group to be screened is determined as the suspension parameter group to be optimized;

If not, it is considered that the suspension parameter group to be optimized does not reduce the vehicle-line coupling resonance between the track and the rail vehicle, and the suspension parameters in the suspension parameter group to be optimized are modified to obtain a modified suspension parameter group to be optimized, and the modified suspension parameter group to be optimized is used to determine the suspension parameter group to be optimized, and the suspension parameter group to be optimized is input into the vehicle-track coupling dynamic performance analysis model again for simulation calculation to obtain the simulated vibration frequency corresponding to the suspension parameter group to be screened, and the step of determining whether the actual vibration frequency is greater than the simulated vibration frequency is returned to execute;

According to the suspension parameter group to be optimized, an index value corresponding to an evaluation index for evaluating the operating state of the rail vehicle is determined, and the suspension parameter group to be optimized is optimized according to the index value to obtain the target suspension parameter group.
The screening method according to claim 4 is characterized in that the evaluation index includes any one or more of the wheel-rail force index, critical speed index, train running stability index, comfort index and derailment safety index of the rail vehicle; the index value corresponding to the evaluation index for evaluating the running state of the rail vehicle is determined according to the suspension parameter group to be optimized, and the suspension parameter group to be optimized is optimized according to the index value to obtain the target suspension parameter group, including:

For each evaluation indicator of at least one evaluation indicator, determining an objective function corresponding to the evaluation indicator;

Determining the index value corresponding to the evaluation index according to the objective function and the suspension parameter group to be optimized;

When there is an indicator value less than or equal to a preset indicator threshold value among the indicator values corresponding to the at least one evaluation indicator, the suspension parameter group to be optimized is optimized using a multi-objective optimization algorithm, and the indicator value corresponding to each evaluation indicator is recalculated until each indicator value is greater than the indicator threshold value, thereby obtaining the target suspension parameter group;

When each of the indicator values corresponding to the at least one evaluation indicator is greater than the indicator threshold, the suspension parameter group to be optimized is determined as the target suspension parameter group.
The screening method according to claim 1 is characterized in that the track parameters include rail quality parameters, fastener stiffness parameters, track plate elastic modulus parameters and Poisson's ratio parameters of the track.
The screening method according to claim 1 is characterized in that the rail vehicle parameters include body mass parameters, load parameters, bogie mass parameters, primary suspension parameters and secondary suspension parameters of the rail vehicle.
A device for screening suspension parameters of a rail vehicle, characterized in that the screening device comprises:

A parameter acquisition module, used to acquire track parameters corresponding to the track and rail vehicle parameters corresponding to the rail vehicle, and determine a true vibration frequency between the track and the rail vehicle based on the track parameters and the rail vehicle parameters;

A model building module, used to build a vehicle-track coupling dynamic performance analysis model; wherein the vehicle-track coupling dynamic performance analysis model includes a vehicle dynamics model and a track dynamics model;

A vibration frequency determination module, used for selecting a suspension parameter group to be screened from a train suspension parameter library based on the real vibration frequency, and inputting the suspension parameter group to be screened into the vehicle-track coupling dynamic performance analysis model for simulation calculation to obtain a simulated vibration frequency corresponding to the suspension parameter group to be screened; the suspension parameter group to be screened includes a primary vertical stiffness and damping, a primary lateral stiffness and damping, a secondary vertical stiffness and damping, and a secondary lateral stiffness and damping;

The suspension parameter determination module is used to modify the suspension parameter group to be screened according to the real vibration frequency and the simulated vibration frequency to obtain a target suspension parameter group to reduce the vibration between the track and the rail vehicle. Car-line coupling resonance phenomenon.
An electronic device, characterized in that it includes: a processor, a memory and a bus, the memory stores machine-readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the method for screening rail vehicle suspension parameters as described in any one of claims 1 to 7.
A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method for screening rail vehicle suspension parameters as described in any one of claims 1 to 7 are executed.