CN109766635B - Optimized layout method for state perception sensor of mechanical part of locomotive - Google Patents
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Abstract
The invention discloses an optimized layout method of a state perception sensor of a mechanical part of a locomotive, which comprises the following steps: building a whole vehicle model; establishing primary suspension and secondary suspension in the model; (c) Selecting N transverse vibration monitoring points on a bogie frame in a whole vehicle model; (d) obtaining a contact pressure distribution in a kinetic simulation; (e) Extracting vibration acceleration data of each measuring point to obtain lateral acceleration time domain graphs of different monitoring point frameworks; (f) counting the frame lateral acceleration peak; (g) And analyzing the sensitivity of each monitoring point under the transverse instability of the framework, wherein the lower the sensitivity, the less suitable the sensor for detecting the transverse acceleration of the framework is to be installed. The invention is used for solving the problem that the requirement of monitoring the running state of the locomotive cannot be completely met only by simulation calculation, and achieving the purposes of extracting the transverse acceleration data of different monitoring points under the same working condition, comparing the time domain and frequency domain characteristics of different measuring points, and selecting the optimal measuring point by combining the related data of transverse instability of a judging framework.
Description
Technical Field
The invention relates to the technical field of railway transportation safety monitoring, in particular to an optimized layout method of a state perception sensor of a mechanical part of a machine.
Background
At present, models for simulation calculation of mechanical parts of rolling stock mainly relate to two major types, namely a finite element analysis model of the mechanical parts and a multi-body system dynamics analysis model, and corresponding models can be selected for analysis according to model characteristics and requirement requirements. Generally, a finite element analysis model divides the whole mechanical part into millimeter-sized tiny units, sets corresponding constraints and adds related load excitation to obtain the response state of each tiny unit of the part; the multi-body system dynamics analysis model can apply load excitation from multiple aspects by establishing the constraint relation of a plurality of moving bodies, can extract multi-point and multi-parameter data after simulation analysis, and is a main means capable of systematically representing the dynamics characteristics of mechanical parts.
Taking a locomotive vehicle system as an example, the power output by the motor is downwards transmitted to an axle through a gear box, the axle drives wheels to rotate, the wheels are in rigid contact with a track, and a series of suspension devices are connected between a bogie and the track; the wheels rotate to drive the whole framework to move, the framework is connected with the vehicle body through devices such as a center pin and the like to drive the vehicle body to move, and meanwhile, a secondary suspension device is arranged between the vehicle body and the framework. These suspension devices can serve, on the one hand, a positioning function and, on the other hand, a damping function. Through the installation constraints and the rigidity characteristics of the components, the whole train can keep a better running state in the running process.
The evaluation of the train running state is generally performed by a comprehensive evaluation from a plurality of aspects. At present, indexes for evaluating the dynamics of the rolling stock are mainly divided into three aspects of operation stability, operation smoothness and comfort standard of a passing curve. Wherein the running stability can be analyzed from three directions of snake-proof running, derailment-proof and overturn-proof.
In real operation, specific working conditions encountered by vehicle operation are complex, and the requirement of monitoring the operation state of the locomotive cannot be completely met only by simulation calculation, so that a more optimal sensor layout scheme needs to be determined by a more accurate calculation method.
Disclosure of Invention
The invention aims to provide an optimized layout method of a state perception sensor of a mechanical part of a locomotive, which aims to solve the problem that the requirement of monitoring the running state of the locomotive cannot be completely met only by simulation calculation in the prior art, and achieves the purposes of extracting transverse acceleration data of different monitoring points under the same working condition, comparing time domain and frequency domain characteristics of different measuring points and selecting an optimal measuring point by combining with related data of transverse instability of a judgment framework.
The invention is realized by the following technical scheme:
an optimized layout method for a state perception sensor of a mechanical part of a machine comprises the following steps:
(a) Establishing a locomotive multi-body dynamic model and establishing a whole locomotive model;
(b) Establishing a primary suspension and a secondary suspension in a model, wherein all suspension elements in the primary suspension and the secondary suspension are simulated by adopting a spring damping unit, and all nonlinear characteristics are taken into consideration;
(c) N transverse vibration monitoring points are selected on a bogie frame in the whole vehicle model, wherein N is more than or equal to 2;
(d) In the dynamic simulation, the Hertz contact theory is adopted to calculate normal contact and then tangential contact, so that contact pressure distribution P is obtained z ；
(e) From P z Extracting vibration acceleration data of each measuring point, and filtering the obtained data to obtain transverse acceleration time domain graphs of different monitoring point frameworks;
(f) Extracting transverse vibration acceleration data of each measuring point from the framework transverse acceleration time domain diagram, and counting a framework transverse acceleration peak value: adopting 10Hz low-pass filtering, when the frame transverse acceleration peak value reaches the limit value of 8-10 m/s for more than six times 2 Or exceeds the limit value by 10m/s 2 Judging the transverse instability of the framework;
(g) And analyzing the sensitivity of each monitoring point under the transverse instability of the framework, wherein the lower the sensitivity is, the less suitable the sensor for detecting the transverse acceleration of the framework is to be installed.
The method is mainly characterized in that a three-dimensional model of a locomotive mechanical part is constructed, the change condition of the dynamic characteristics of the part is simulated under the excitation action, the expression form of key characteristics is determined, the continuity of the overall characteristics is restored according to discrete information, then an installation constraint set of the locomotive mechanical part is extracted, and the locomotive dynamics monitoring sensor layout optimization method avoiding the constraint set is provided. The method comprises the steps of establishing a model-driven acquisition strategy of dynamic characteristic data, fusing parameterized installation constraint conditions, forming a sensor layout strategy which is obviously superior to a sensor layout strategy which considers the structure and the installation environment in a unilateral mode, optimizing and highlighting key characteristics and realizing perception of integral continuous characteristics. The method is applicable to, but not limited to, rolling stock mechanical parts. Compared with the prior art, the method mainly makes the following progress: 1. establishing a locomotive vehicle dynamics simulation model, and simulating the corresponding locomotive vehicle running state by combining a component dynamics characteristic change theory; 2. extracting the component installation constraint set according to the specific component installation mode; 3. combining with the dynamic characteristic requirements and avoiding installation constraints, and selecting reasonable dynamic monitoring points; 4. selecting other position monitoring points, and comparing the position monitoring points from the aspects of time-frequency domain characteristics of data and dynamics evaluation indexes to highlight the rationality of the monitoring points; 5. the monitoring points after the dynamic simulation and the theoretical verification can be used as sensor layout points for sensing the state of the mechanical part, and the sensor layout method is obviously superior to a sensor layout strategy which considers the structure and the installation environment in a unilateral way, and is easier to highlight the sensing of key features. The invention can provide reliable technical guarantee for the accuracy and reliability of the state perception of the rolling stock.
Further, the construction of the whole vehicle model comprises the following steps:
(A) Selecting the type of a wheel pair in the preprocessing part, and inputting the radius, the track gauge and the wheel diameter inner distance measurement of the wheel to generate the wheel pair;
(B) Duplicating wheel pairs, adding a framework, an axle box and a series of spring components, and building a bogie;
(C) And copying a bogie, adding a vehicle body and an air spring component, and building a whole vehicle model.
Furthermore, the primary suspension connects the wheel pair and the framework together, the primary suspension consists of a steel spring, a rotating arm and a vertical shock absorber, and the positioning rigidity of the primary suspension is provided by a rotating arm node; the secondary suspension connects the frame and the vehicle body together, and consists of two air springs, two transverse shock absorbers, two traction pull rods and a transverse stop.
Furthermore, the N lateral vibration monitoring points comprise a plurality of groups of monitoring points which are distributed along the axis of the bogie in a bilateral symmetry manner, and at least one monitoring point which is positioned on the axis of the bogie. In order to find the most suitable installation area, the transverse vibration monitoring points are arranged in a bilateral symmetry distribution mode in the simulation, and at least one monitoring point on the axis is used as reference for comparison, so that a more sufficient comparison scheme is provided for selection in actual layout.
Further, the contact pressure distribution P z The power density spectrum of the american six-level orbital irregularity is applied to the model during the calculation of (a).
Preferably, the contact pressure distribution P z The calculation method comprises the following steps:
(1) Let the vertical wheel-rail gap z (x, y) = Ax 2 +By 2 Wherein A, B are the longitudinal and transverse relative curvatures respectively, and A, B has the expression:
wherein R is wx Is the radius of curvature of the wheel in the longitudinal direction; r rx The radius of curvature of the steel rail along the longitudinal direction; r wy Is the transverse curvature radius of the wheel contact point; r ry The transverse curvature radius of the contact point of the steel rail;
(2) Calculating the long semi-axis a and the short semi-axis b of the contact patch according to Hertz contact theory:
wherein m and n are Hertz contact parameters; p is a normal force of the wheel track; g is a material parameter;
(3) Calculating an intermediate variable η:
(4) Calculating the rigidity approach delta of wheel-rail contact 0 ：
(5) Obtaining a contact pressure distribution P z ：
The calculation method of the material parameter G comprises the following steps:
wherein v is w And E w Respectively, the poisson's ratio and the elastic modulus of the wheel material; v. of r And E r Respectively, the poisson's ratio and the elastic modulus of the steel rail material.
Compared with the prior art, the invention has the following advantages and beneficial effects:
1. establishing a locomotive vehicle dynamics simulation model, and simulating the running state of a corresponding locomotive vehicle by combining a component dynamics characteristic change theory; extracting the component installation constraint set according to the specific component installation mode; and extracting the transverse acceleration data of different monitoring points under the same working condition, comparing the time domain and frequency domain characteristics of different measuring points, and selecting the optimal measuring point by combining with the relevant regulation of judging the transverse instability of the framework.
2. Combining with the dynamic characteristic requirements and avoiding installation constraints, and selecting reasonable dynamic monitoring points;
3. selecting other position monitoring points, and comparing the position monitoring points from the aspects of time-frequency domain characteristics of data and dynamics evaluation indexes to highlight the rationality of the monitoring points;
4. the monitoring points after the dynamic simulation and the theoretical verification can be used as sensor layout points for sensing the state of the mechanical part, and the sensor layout method is obviously superior to a sensor layout strategy which considers the structure and the installation environment in a unilateral way, and is easier to highlight the sensing of key features. The invention can provide reliable technical guarantee for the accuracy and reliability of the state perception of the rolling stock.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is a model of multi-body dynamics of an HXD2 locomotive;
FIG. 2 is a diagram of a frame sensor site layout;
FIG. 3 is a time domain diagram of lateral acceleration of different measuring point frameworks;
FIG. 4 is a comparison graph of acceleration peaks for different station configurations;
FIG. 5 is a comparison graph of lateral acceleration time domain signals of the measuring point frameworks No. 1, 2, 3, 4, 5 and 11;
FIG. 6 is a comparison graph of time domain signals after the transverse acceleration filtering of No. 1, 5 and 11 measuring point frameworks;
FIG. 7 is a comparison graph of frequency domain signals after the transverse acceleration filtering of No. 1, 5 and 11 measuring point frameworks.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Example 1:
as shown in fig. 1 to 7, in the optimized layout method of the state-sensing sensor for the mechanical components of the machine, numbers 1 to 11 in fig. 2 represent the numbers of each monitoring point:
firstly, a locomotive multi-body dynamic model is established. Specifically, a kinetic model of a HXD2 locomotive was built in the multi-body system dynamics software UM, as shown in FIG. 1. The specific establishment process comprises the following steps:
firstly, selecting wheel set type in the UM software preprocessing part, inputting parameters such as wheel radius, track gauge, wheel diameter inner distance measurement and the like, and generating the wheel set.
And secondly, duplicating wheel pairs, adding a framework, an axle box, a primary spring and other parts, and building a bogie.
And thirdly, copying a bogie, adding a vehicle body, an air spring and other components, and building a whole vehicle model.
Then, a series of suspension is carried out: a suspension system connects the wheel set and the frame together and consists of a steel spring, a rotating arm and a vertical shock absorber. The maximum running speed is 120km/h, which requires the vehicle to have a high series of longitudinal positioning rigidity to ensure the stability of the vehicle running on the linear track at high speed. A series of positioning stiffnesses are provided primarily by the jib nodal points. And secondary suspension is carried out: the secondary suspension connects the frame and the vehicle body together and consists of two air springs, two transverse shock absorbers, two traction pull rods and a transverse stop. All suspension elements of the first and second series were simulated using spring-damper units, and all non-linear characteristics were taken into account. The profile of the wheel rail in this embodiment is JM3 and 60kg/m, respectively. The gauge is 1435mm, the inboard gauge of the wheel set is 1353mm, the radius of the wheel is 625mm, and the bottom slope of the rail is 1/40.
Then, as shown in fig. 2, 11 lateral vibration monitoring points are selected on the bogie frame. In the dynamic simulation, the Hertz theory is adopted to calculate normal contact, and the FASTSIM algorithm calculates tangential contact; where the wheel-rail friction coefficient was set to 0.3 and a power density spectrum of american grade six rail irregularity was applied.
The Hertz contact theory is the basis for other non-elliptical contact algorithms. Based on the Hertz's assumption of contact, for the wheel rail contact problem, the wheel rail vertical clearance can be written as: z (x, y) = Ax 2 +By 2 Where A and B are the longitudinal and transverse relative curvatures, respectively. When the major curvature surfaces of the wheel tracks coincide, i.e. the wheel sets do not have a yaw angle, the expressions for a and B are as follows:
in the formula, R wx The curvature radius of the wheel along the longitudinal direction, namely the rolling radius of the wheel; r is rx The radius of curvature of the rail in the longitudinal direction, typically + ∞; r wy Is the transverse radius of curvature at the wheel contact point; r is ry Is the transverse curvature radius of the contact point of the steel rail.
According to the Hertz' theory of contact, the expressions for the major axis a and the minor axis b of the contact patch can be written as:
wherein m and n are the Hertz contact parameter; p is a normal force of the wheel track;
G * the material parameters are as follows:
in the formula, v w And E w Respectively, the poisson's ratio and the elastic modulus of the wheel material; v. of r And E r Respectively, the poisson's ratio and the elastic modulus of the steel rail material.
During which an intermediate variable η is first calculated:
the intermediate variable eta is used for table lookup, and the m and n can be obtained by table lookup of the intermediate variable eta value.
Rigidity approach delta at wheel-rail contact 0 Comprises the following steps:
Finally, calculating to obtain contact pressure distribution P z Is semi-ellipsoidal:
and filtering the obtained data by 10HZ to obtain lateral acceleration time domain graphs of different measuring point frameworks shown in the figure 3. And then counting the transverse acceleration peak value of each monitoring point framework to obtain a comparison graph of the acceleration peak values of different measuring point frameworks shown in the figure 4. From the comparative analysis of the data characteristics of all the measuring points in FIG. 4, it can be seen through analysis that the data of the measuring point No. 1 is consistent with that of No. 6, no. 2 is consistent with that of No. 7, no. 3 is consistent with that of No. 8, no. 4 is consistent with that of No. 9, and No. 5 is consistent with that of No. 10.
According to UIC515, 10HZ low-pass filtering is adopted, and when the peak value of the lateral acceleration of the framework reaches a limit value of 8-10 m/s for more than six times 2 Or exceeds the limit value by 10m/s 2 And judging the transverse instability of the framework.
A comparison graph of transverse acceleration time domain signals of a measuring point framework of No. 1, 2, 3, 4, 5 and 11 shown in FIG. 5 is extracted, and data of the six measuring points of No. 1, 2, 3, 4, 5 and 11 are compared and analyzed, so that the measuring point sensor of No. 11 is least sensitive, the measuring point of No. 1 is more sensitive than the measuring point of No. 2, and the measuring point of No. 5 is more sensitive than the measuring point of No. 4. Therefore, the number 11 measuring point area is a constraint set and is not suitable for installing a sensor for detecting the lateral acceleration of the framework.
And then extracting a time domain signal comparison graph after the transverse acceleration filtering of the measuring point frameworks of No. 1, no. 5 and No. 11 shown in the figure 6, and performing Fourier transform to obtain a frequency domain signal comparison graph after the transverse acceleration filtering of the measuring point frameworks of No. 1, no. 5 and No. 11 shown in the figure 7, and comparing and analyzing time domain information of the three measuring points of No. 1, no. 5 and No. 11 and frequency domain information obtained after the Fourier transform, so that the measuring point of No. 5 and the measuring point of No. 1 are more sensitive than the measuring point of No. 11, and the measuring point of No. 5 is more sensitive than the measuring point of No. 1. The comparison of the measuring point 11 is introduced here to highlight the difference between the results of other measuring points and the results of the least sensitive measuring points.
In summary, it can be determined by combining fig. 4 to fig. 7 and the above analysis that the measuring points No. 5 and No. 10 are the most sensitive in this embodiment, and the positions of the measuring points No. 5 and No. 10 reasonably avoid the installation constraint, so that the vibration sensor is suitable for being installed in this area to monitor the lateral vibration signal of the frame.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. A method for optimizing layout of a state perception sensor of a mechanical part of a machine is characterized by comprising the following steps:
(a) Establishing a locomotive multi-body dynamic model and establishing a whole locomotive model;
(b) Establishing a primary suspension and a secondary suspension in a model, wherein all suspension elements in the primary suspension and the secondary suspension are simulated by adopting a spring damping unit, and all nonlinear characteristics are taken into consideration;
(c) N transverse vibration monitoring points are selected on a bogie frame in the whole vehicle model, wherein N is more than or equal to 2;
(d) In the dynamic simulation, the Hertz contact theory is adopted to calculate the normal contact and then the tangential contact is calculated to obtain the contact pressure distribution P z ；
(e) From P z Extracting vibration acceleration data of each measuring point, and filtering the obtained data to obtain transverse acceleration time domain graphs of different monitoring point frameworks;
(f) Extracting transverse vibration acceleration data of each measuring point from the framework transverse acceleration time domain diagram, and counting a framework transverse acceleration peak value: adopting 10Hz low-pass filtering, when the frame transverse acceleration peak value reaches the limit value of 8-10 m/s for more than six times 2 Or exceeds the limit value by 10m/s 2 Judging the transverse instability of the framework;
(g) And analyzing the sensitivity of each monitoring point under the transverse instability of the framework, wherein the lower the sensitivity is, the less suitable the sensor for detecting the transverse acceleration of the framework is to be installed.
2. The optimized layout method for the state sensing sensor of the mechanical part of the locomotive according to claim 1, wherein the building of the whole locomotive model comprises the following steps:
(A) Selecting the type of a wheel pair in the preprocessing part, and inputting the radius, the track gauge and the wheel diameter inner distance measurement of the wheel to generate the wheel pair;
(B) Duplicating wheel pairs, adding a framework, an axle box and a primary spring component, and building a bogie;
(C) And copying a bogie, adding a vehicle body and an air spring component, and building a whole vehicle model.
3. The method for optimizing the layout of the state sensing sensor of the mechanical part of the locomotive according to claim 1, wherein the primary suspension connects the wheel pair and the framework together, the primary suspension is composed of a steel spring, a tumbler and a vertical shock absorber, and positioning rigidity of the primary suspension is provided by a tumbler node; the secondary suspension connects the frame and the vehicle body together, and consists of two air springs, two transverse shock absorbers, two traction pull rods and a transverse stop.
4. The method for optimizing the layout of the condition-aware sensors of the mechanical parts of the locomotive according to claim 1, wherein the N lateral vibration monitoring points comprise a plurality of sets of monitoring points which are distributed symmetrically left and right along the axis of the bogie, and at least one monitoring point which is located on the axis of the bogie.
5. The method as claimed in claim 1, wherein the contact pressure distribution P is a distribution of contact pressures z The power density spectrum of the american six-level orbital irregularity is applied to the model during the calculation of (a).
6. The machine tool component of claim 1Method for optimizing the layout of state-sensitive sensors, characterized in that said contact pressure distribution P z The calculation method comprises the following steps:
(1) Let the vertical wheel-rail clearance z (x, y) = Ax 2 +By 2 Wherein A, B are the longitudinal and transverse relative curvatures respectively, and A, B has the expression:
wherein R is wx Is the radius of curvature of the wheel in the longitudinal direction; r rx The radius of curvature of the steel rail along the longitudinal direction; r wy Is the transverse radius of curvature at the wheel contact point; r ry The transverse curvature radius of the contact point of the steel rail;
(2) Calculating a contact spot major semi-axis a and a contact spot minor semi-axis b according to the Hertz contact theory:
wherein m and n are the Hertz contact parameter; p is a normal force of the wheel track; g * Is a material parameter;
(3) Calculating an intermediate variable η:
(4) Calculating the rigidity approach delta of wheel-rail contact 0 ；
(5) Obtaining a contact pressure distribution P z ：
7. The method of claim 6, wherein the material parameter G is calculated by:
wherein v is w And E w Respectively, the poisson's ratio and the elastic modulus of the wheel material; v. of r And E r Respectively poisson's ratio and elastic modulus of the steel rail material.
8. The method for optimizing the layout of the condition-aware sensors of the mechanical parts of the locomotive as claimed in claim 1, wherein in the step (g) of analyzing the sensitivity, it is determined whether the measurement points at the same side are affected by the installation constraint and whether the signals of the symmetrical measurement points have differences or not.
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| CN111428312A (en) * | 2020-03-25 | 2020-07-17 | 成都运达科技股份有限公司 | Method for acquiring vibration characteristics of vehicle parts in train derailment behavior process |
| CN111444574B (en) * | 2020-03-25 | 2023-08-22 | 成都运达科技股份有限公司 | Sensor layout optimization method based on dynamics analysis |
| CN111639395B (en) * | 2020-05-26 | 2023-07-04 | 成都运达科技股份有限公司 | Device and method for acquiring vibration information of vehicle under transverse track expansion |
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