CN105631128A - High-speed railway pantograph-net-train-rail vertical coupling large system dynamic modeling and simulation method - Google Patents

Abstract

The invention discloses a high-speed railway pantograph-net-train-rail vertical coupling large system dynamic modeling and simulation method. Independent dynamic models of a contact net system, a pantograph-train system and a rail system and contact models among the contact net system, the pantograph-train system and the rail system are built. The invention also discloses a coupling integration algorithm to achieve coupling dynamic simulation calculation of a high-speed railway pantograph-net-train-rail large system. Compared with traditional methods, two-way interaction influence rules between a pantograph system and the train rail system can be taken into consideration, simulation calculation better meets practical requirements, and precision and safety of subsequent engineering design can be improved.

Description

A high-speed railway bow-network-car-rail vertical coupling large system dynamics modeling and simulation method

technical field

The invention belongs to the technical field of dynamic modeling and simulation of power lines of electric vehicles or devices along rails, especially overhead lines and accessories used therein.

Background technique

The pantograph-catenary dynamics and wheel-rail dynamics of high-speed railways are currently research hotspots. The former determines the power transmission efficiency of the train, and the latter determines the safe operation of the train. Both determine the maximum operating speed of the train. The key factor. Numerical simulation method is an important way to study pantograph-catenary dynamic behavior and wheel-rail dynamic behavior and design its key parameters. However, most of the previous models were modeled and simulated separately. The mutual influence relationship is often ignored. In recent years, some scholars have considered the unilateral impact of rail vibration on the pantograph and catenary. For example, Zhai Wanming et al. published the paper "Locomotive -Influence of Rail Coupled Vibration on the Pantograph-Catenary System Dynamics, two models of the rail and the pantograph-catenary were established respectively, and the vibration response of the rail was applied to the pantograph-catenary system to realize unilateral dynamic coupling . So far, there is no report on the coupling model of the pantograph-catenary-vehicle-rail system, and the two-way coupling relationship between pantograph-catenary and wheel-rail has not been considered. The object of the present invention is to propose a kind of high-speed railway bow-network-car-rail system vertically coupled dynamics modeling method, respectively establish the independent dynamic model of three systems of catenary, bow-car, track and mutual relation The contact model is proposed, and a coupled integral algorithm is proposed to realize the coupled dynamics simulation calculation of the high-speed railway bow-network-car-rail system. The invention can consider the rule of interaction between the pantograph-catenary system and the train-rail system, the simulation calculation is more accurate, and the accuracy and safety of subsequent engineering design can be improved.

Contents of the invention

The object of the present invention is to propose a kind of high-speed railway bow-network-car-rail system vertically coupled dynamics modeling method, respectively establish the independent dynamic model of three systems of catenary, bow-car, track and mutual relation The contact model is proposed, and a coupled integral algorithm is proposed to realize the coupled dynamics simulation calculation of the high-speed railway bow-network-car-rail system. It enables modeling and simulation of high-speed railway pantograph-catenary-car body-track vertical coupling large system, which can reflect the mutual coupling between pantograph-catenary and train-rail, and can simultaneously consider pantograph-catenary contact and wheel-rail contact And the non-smooth nonlinear characteristics such as different working conditions of the hanging string.

The concrete means that the present invention realizes the purpose of the invention is:

A high-speed railway bow-net-vehicle-rail vertically coupled large-scale system dynamics modeling and simulation method, considering factors such as pantograph-catenary contact, wheel-rail contact, and different working states of suspension strings, such as non-smooth nonlinear characteristics, etc. The high-speed railway pantograph-catenary-car body-track vertical coupling large-scale system modeling and simulation is carried out to reflect the mutual coupling between the pantograph-catenary and the rail, including the following specific steps:

1) Establish catenary, bow-vehicle and track dynamics models respectively;

Step 1. The catenary dynamic model is established by using the finite element method, and its dynamic equation can be expressed as:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _C , C _C , K _C are catenary mass, damping and stiffness matrices respectively, X _C (t) is the catenary acceleration, velocity, displacement matrix, F _C (x, t) is the external excitation;

Step 2. The orbital dynamics model is established by using the modal separation method, and its dynamic equation can be expressed as:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, X _T (t) is the orbital acceleration, velocity, and displacement matrix respectively, and F _T (t) is the external excitation;

Step 3. Establish a pantograph-vehicle dynamics model using the multi-body dynamics method, and its dynamic equation can be expressed as:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _V , C _V , K _V are bow-car mass, damping, and stiffness matrices, respectively, X _V (t) is the bow-vehicle acceleration, velocity, and displacement matrix, and F _V (t) is the external excitation;

2) Construct pantograph-catenary and vehicle-rail contact models respectively

Step 1. Use the penalty function method to construct the pantograph-catenary contact model:

${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; S</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; )</span>& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\end{array}\right.$

Among them, K _S is the pantograph-catenary contact stiffness, y ₁ (t) is the pantograph head displacement, y _c (t) is the vertical displacement of the contact line contact point, f _c (t) is the pantograph-catenary contact force,

Step 2. Construct the wheel-rail contact model according to Hertz theory:

${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{<span\; class="notranslate">\; \{</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; G</span>}}<span\; class="notranslate">\; \&lsqb;</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span><span\; class="notranslate">\; \}</span>}^{\mathrm{<span\; class="notranslate">\; 1.5</span>}}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$

Where G is the Hertz constant, f _wj (t) is the contact force between the jth wheel and the track; w _r (x _wj ,t) is the vertical displacement of the jth wheel, and Z _wj (t) is the jth wheel vertical displacement; w ₀ (t) is the static irregularity of the track;

3) Solve the bow-net-vehicle-rail complex coupled dynamic system by numerical solution method, and the iterative algorithm in each time step is as follows:

(1) Determine the contact point between the pantograph-catenary and the wheel-rail according to the running speed of the vehicle and the current moment;

(2) Calculating the force f _wj (t) between the rails through the wheel-rail contact model;

(3) Use the pantograph-catenary coupling model to couple the pantograph-bow-vehicle system, and apply the wheel-rail force to the pantograph-network-vehicle system to calculate the catenary response X _C (t) and the pantograph-vehicle response X _V ( t);

(4) Update the force f _wj (t) between the vehicle and rail according to the vehicle body response X _V (t) and the wheel-rail contact model;

(5) Apply the vehicle-rail force to the track model, calculate the track response X _T (t), and judge the convergence, if it is satisfied, enter the next time step, if not, return to step (2);

4). Input the above simulation results to the display or subsequent processing equipment.

In order to clearly show the theoretical basis and acquisition process of the above technical means, the specific content and design methods of each step are described in detail as follows:

1. For the bow-net-car-rail system, as shown in Figure 1, establish independent catenary, bow-car, and wheel-rail dynamic models.

Step 1. Use the finite element method to establish the catenary dynamic model, in which the catenary wire and the catenary cable are regarded as Euler-Bernoulli beam elements, the suspension strings are regarded as spring elements, and other suspension devices are regarded as lumped mass and stiffness Points, the stiffness matrix of each unit can refer to the relevant finite element books, after integration through the finite element method, the dynamic equation of the catenary can be expressed as:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>$

Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, X _T (t) is the orbital acceleration, velocity, and displacement matrix, and F _T (t) is the external excitation.

Step 2. Use the modal decomposition method to establish the track dynamics model. The track can also be regarded as an Euler-Bernoulli beam unit, and its partial differential equation of motion can be written as

${\mathrm{<span\; class="notranslate">\; EI</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}\frac{{<span\; class="notranslate">\; \&part;</span>}^{\mathrm{<span\; class="notranslate">\; 4</span>}}{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}}{<span\; class="notranslate">\; \&part;</span>{\mathrm{<span\; class="notranslate">\; x</span>}}^{\mathrm{<span\; class="notranslate">\; 4</span>}}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; \&rho;</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}\frac{{<span\; class="notranslate">\; \&part;</span>}^{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}}{<span\; class="notranslate">\; \&part;</span>{\mathrm{<span\; class="notranslate">\; t</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; i</span>}}\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}^{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\underset{\mathrm{<span\; class="notranslate">\; j</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; 4</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}\mathrm{<span\; class="notranslate">\; \&delta;</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

where EI _r is the track bending stiffness, ρ _r is the linear density, f _ri and are the external force position of the i-th support device, n _r is the number of support devices, and x _wj is the contact point of the j-th wheel and the track. w _r (x, t) represents the vertical displacement of the track. Through modal decomposition, it can be expressed as

${\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; u</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; \&infin;</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}{\mathrm{<span\; class="notranslate">\; \&psi;</span>}}_{\mathrm{<span\; class="notranslate">\; u</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; )</span>{\mathrm{<span\; class="notranslate">\; q</span>}}_{\mathrm{<span\; class="notranslate">\; u</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; )</span>$

where q _u (t) is the u-th generalized displacement and ψ _u (x) is the corresponding mode function. By substituting equation (3) into equation (2), the kinetic equation of the orbit can be obtained as:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 4</span>}<span\; class="notranslate">\; )</span>$

Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, X _T (t) is the orbital acceleration, velocity, and displacement matrix, and F _T (t) is the external excitation.

Step 3. Establish a pantograph-vehicle dynamics model using the multi-body dynamics method. Its dynamic equation can be written directly according to the topological structure in Figure 1:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 5</span>}<span\; class="notranslate">\; )</span>$

Among them, M _V , C _V , K _V are bow-car mass, damping, and stiffness matrices, respectively, X _V (t) is the bow-vehicle acceleration, velocity, and displacement matrix, and F _V (t) is the external excitation;

2. Use the penalty function method to construct the pantograph-catenary contact model:

${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; S</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; )</span>& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 6</span>}<span\; class="notranslate">\; )</span>$

Among them, K _S is the pantograph-catenary contact stiffness, y ₁ (t) is the pantograph head displacement, y _c (t) is the vertical displacement of the contact line contact point, f _c (t) is the panto-catenary contact force, according to the Hertz theory Build a wheel-rail contact model:

${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{<span\; class="notranslate">\; \{</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; G</span>}}<span\; class="notranslate">\; \&lsqb;</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span><span\; class="notranslate">\; \}</span>}^{\mathrm{<span\; class="notranslate">\; 1.5</span>}}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 7</span>}<span\; class="notranslate">\; )</span>$

Where G is the Hertz constant, f _wj (t) is the contact force between the jth wheel and the track; w _r (x _wj ,t) is the vertical displacement of the jth wheel, and Z _wj (t) is the jth wheel vertical displacement; w ₀ (t) is the static irregularity of the track.

3. Solve the bow-net-vehicle-rail complex coupling dynamic system by numerical solution method. The iterative algorithm in each time step is as follows:

(1) Determine the contact point between the pantograph-catenary and the wheel-rail according to the vehicle running speed v and the current moment t;

(2) According to the bow-car displacement matrix X _V (t) and the track displacement matrix X _T (t), determine the displacement Z _wj (t) of each wheel and the track displacement w _r (x _wj ,t) of the contact point,

(3) Calculate the force f _wj (t) between the vehicle and rail through the wheel-rail contact model shown in formula (6);

(4) Simultaneous equations (1), (5-6) coupled bow-net-vehicle coupled dynamics model, and the wheel-rail force f _wj (t) obtained in step 3 is applied to the bow-net-vehicle system Calculate catenary response X _C (t) and pantograph-car body response X _V (t);

(5) According to the vehicle body response X _V (t) and the track displacement matrix X _T (t), combined with the wheel-rail contact model of formula (6), update the force f _wj (t) between the vehicle and rail;

(6) Apply the vehicle-rail force to the track model, calculate the track response X _T (t), and judge the convergence: Is X _T (t)<ε established? If it is true, enter the next time step, if not, return to step 2.

It can be seen from the main content of the present invention that, unlike the previous separate modeling methods, the present invention establishes a complete bow-net-vehicle-rail coupling vertical dynamics model and provides an iterative solution method. The method of the invention can carry out the modeling and simulation of the high-speed railway pantograph-catenary-car body-rail vertical coupling large system, can reflect the mutual coupling between the pantograph-catenary and the rail, and can simultaneously consider pantograph-catenary contact, wheel-rail Non-smooth nonlinear characteristics such as contact and suspension strings in different working states.

Description of drawings

Figure 1 is a schematic diagram of the bow-net-car-rail vertical coupling model

Figure 2 is the calculation result of pantograph-catenary contact force

Figure 3 is the displacement diagram of the pantograph head

Figure 4 is the displacement diagram of the contact point of the contact line

detailed description

Embodiment of the present invention is described in detail below in conjunction with accompanying drawing: present embodiment implements under the premise of technical scheme of the present invention, has provided detailed implementation process, but protection scope of the present invention is not limited to following embodiment.

In this embodiment, the Beijing-Tianjin Railway catenary and DSA380 pantograph with a designed train running speed of 350Km/h are taken as an example. The parameters of the catenary and pantograph are derived from the literature [Dynamicperformanceofpantograph/overheadlineinteractionfor4spanoverlaps–TPS/OCSportion.SIEMENS, 2006 :4-21.], the track parameters are from the literature [Zhai Wanming, Vehicles. Track Coupled Dynamics. 2007.], the track irregularity parameters are selected from the American AAR1-6 track spectrum, and the simulated vehicle speed is selected as 350km/h. The simulation method proposed by the invention is used to simulate and calculate the dynamic response of the bow-network-car-rail of the high-speed railway.

First, according to step 1) in the description and claims, step 1, use the Euler-Bernoulli beam element to simulate the contact line and the catenary cable, select the Beijing-Tianjin intercity catenary for its parameters, and assemble the mass and stiffness matrix according to the finite element method , and its kinetic equation is:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, X _T (t) is the orbital acceleration, velocity, and displacement matrix, and F _T (t) is the external excitation.

Then according to step 1 and step 2 in step 1), the orbit model is established by the mode superposition method, and its dynamic equation is:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, X _T (t) is the orbital acceleration, velocity, and displacement matrix, and F _T (t) is the external excitation.

Then follow step 3 in 1) and Figure 1 to establish the bow-car dynamics model:

${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$

Among them, M _V , C _V , K _V are bow-car mass, damping, and stiffness matrices, respectively, X _V (t) is the bow-vehicle acceleration, velocity, and displacement matrix, and F _V (t) is the external excitation;

Subsequently, according to the method in step 2), the contact models of the rail and the pantograph-catenary were respectively established, the relationship between the constraint equations, and the size of the Hertz constant G was selected as Among them, r is the radius of the wheel; the contact stiffness K _S is selected as 82300N/m.

Finally, according to the integral algorithm in 3), the overall bow-net-vehicle-rail system is solved. Figure 2 lists the calculation results of the pantograph-catenary contact force, Figure 3 lists the pantograph lift, and Figure 4 lists the displacement of the contact point of the contact line. From these three figures, it can be clearly seen that the pantograph-catenary response calculated by the method of the present invention is greatly affected by the track quality, and the fluctuation is the largest under the AAR1 track surface quality, while the fluctuation is the smallest under the AAR6 track surface quality.

Claims (1)

1. A high-speed railway bow-net-vehicle-rail vertically coupled system dynamics modeling and simulation method, which simultaneously considers factors such as pantograph-catenary contact, wheel-rail contact, and different working states of suspension strings, such as non-smooth nonlinear characteristics In the case of high-speed railway pantograph-catenary-car body-track vertical coupling large-scale system modeling and simulation to reflect the mutual coupling between pantograph-catenary and rail, the specific steps are as follows: 1) Establish catenary, bow-vehicle and track dynamics models respectively; Step 1. The catenary dynamic model is established by using the finite element method, and its dynamic equation can be expressed as: ${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; C</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; x</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$ Among them, M _C , C _C , K _C are catenary mass, damping and stiffness matrices respectively, are catenary acceleration, velocity, and displacement matrices, respectively, and F _C (x,t) is the external excitation; Step 2. The orbital dynamics model is established by using the modal separation method, and its dynamic equation can be expressed as: ${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; T</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$ Among them, M _T , C _T , K _T are the mass, damping, and stiffness matrices of the track, respectively, are orbital acceleration, velocity, and displacement matrices, respectively, and F _T (t) is the external excitation; Step 3. Establish a pantograph-vehicle dynamics model using the multi-body dynamics method, and its dynamic equation can be expressed as: ${\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&CenterDot;\&CenterDot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\stackrel{<span\; class="notranslate">\; \&Center\; Dot;</span>}{\mathrm{<span\; class="notranslate">\; x</span>}}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; V</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>$ Among them, M _V , C _V , K _V are bow-car mass, damping, and stiffness matrices, respectively, are the bow-vehicle acceleration, velocity, and displacement matrix respectively, and F _V (t) is the external excitation; 2) Construct pantograph-catenary and vehicle-rail contact models respectively Step 1. Use the penalty function method to construct the pantograph-catenary contact model: ${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{\mathrm{<span\; class="notranslate">\; K</span>}}_{\mathrm{<span\; class="notranslate">\; S</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; )</span>& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span>\end{array}\right.$ Among them, K _S is the pantograph-catenary contact stiffness, y ₁ (t) is the pantograph head displacement, y _c (t) is the vertical displacement of the contact line contact point, f _c (t) is the pantograph-catenary contact force, Step 2. Construct the wheel-rail contact model according to Hertz theory: ${\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; =</span>\left\{\begin{array}{cc}{<span\; class="notranslate">\; \{</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; G</span>}}<span\; class="notranslate">\; \&lsqb;</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span><span\; class="notranslate">\; \}</span>}^{\mathrm{<span\; class="notranslate">\; 1.5</span>}}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&Greater\; Equal;</span>\mathrm{<span\; class="notranslate">\; 0</span>}\\ \mathrm{<span\; class="notranslate">\; 0</span>}& {\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; Z</span>}}_{\mathrm{<span\; class="notranslate">\; w</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; t</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; <</span>\mathrm{<span\; class="notranslate">\; 0</span>}\end{array}\right.$ Where G is the Hertz constant, f _wj (t) is the contact force between the jth wheel and the track; w _r (x _wj ,t) is the vertical displacement of the jth wheel, and Z _wj (t) is the jth wheel vertical displacement; w ₀ (t) is the static irregularity of the track; 3) Solve the bow-net-vehicle-rail complex coupled dynamic system by numerical solution method, and the iterative algorithm in each time step is as follows: (1) Determine the contact point between the pantograph-catenary and the wheel-rail according to the running speed of the vehicle and the current moment; (2) Calculating the force f _wj (t) between the rails through the wheel-rail contact model; (3) Use the pantograph-catenary coupling model to couple the pantograph-bow-vehicle system, and apply the wheel-rail force to the pantograph-network-vehicle system to calculate the catenary response X _C (t) and the pantograph-vehicle response X _V ( t); (4) Update the force f _wj (t) between the vehicle and rail according to the vehicle body response X _V (t) and the wheel-rail contact model; (5) Apply the vehicle-rail force to the track model, calculate the track response X _T (t), and judge the convergence, if it is satisfied, enter the next time step, if not, return to step (2); 4). Input the above simulation results to the display or subsequent processing equipment.