CN111209643B - Method and system for determining rotational inertia of rail transit converter - Google Patents
Method and system for determining rotational inertia of rail transit converter Download PDFInfo
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- CN111209643B CN111209643B CN201811303094.4A CN201811303094A CN111209643B CN 111209643 B CN111209643 B CN 111209643B CN 201811303094 A CN201811303094 A CN 201811303094A CN 111209643 B CN111209643 B CN 111209643B
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Abstract
The application provides a method and a system for determining the rotational inertia of a rail transit converter, wherein the method comprises the following steps: step 1, determining an acceleration response value set of the converter through rigid body modal testing, and determining the quality of the converter; and 2, determining the rotational inertia of the converter according to the acceleration response value set and the mass. According to the method and the system for determining the rotational inertia of the rail transit converter, the problem that the conventional three-wire suspension method-based measurement method is difficult to test can be solved by using a relatively simple acquisition instrument and a test analysis method. By the aid of the method, structural parameters of the converter cabinet body can be conveniently obtained, the test process is simpler, accurate field actual measurement data are provided for dynamic simulation analysis of the converter and the vehicle body, and the method has practical application value for improving simulation accuracy.
Description
Technical Field
The invention relates to the technical field of tracks, in particular to a method and a system for quickly determining the rotational inertia of a track traffic converter.
Background
The current transformer of the existing rail transit vehicle is fixedly connected with the bottom of a bullet train body mainly through a shock absorber or a bolt, so that a dynamic system is formed between the current transformer and the bullet train body. The vehicle body and the converter are often mutually influenced, and the vibration of the vehicle body is transmitted to the converter cabinet body through the connecting part, so that the reliability of the part is influenced; the vibration characteristics of the vehicle body can be influenced by the operation of parts such as a fan and a transformer in the converter, so that the comfort of passengers is influenced. Therefore, in order to effectively analyze the vibration transmission characteristics of the vehicle body and the converter, the overall vibration damping research is carried out, and the establishment of an accurate dynamic model of the vehicle body and the converter is particularly important.
When performing dynamic analysis of the converter, calculating or measuring the moment of inertia of the converter is an essential step. Measurement of the moment of inertia of a rigid body is commonly encountered in human production practice. It is considered in many fields such as machine design and manufacture, research of rotating objects, derivation of kinematics theory, etc. Many parts produced in a factory also require measurement of their moment of inertia to determine whether certain of their rotational performance meets a standard. At present, the acquisition of the rotational inertia parameters of the converter cabinet body is generally obtained by a three-wire suspension method, but the method has high test difficulty, needs a special tool and has high test cost.
Disclosure of Invention
In order to solve the problems in the prior art, the application provides a method and a system for testing rotational inertia of a rail transit converter, which can quickly acquire the rotational inertia of a converter cabinet body and ensure the accuracy of a test result, so that accurate parameters are provided for dynamics and other analyses of the converter cabinet body.
The method for determining the rotational inertia of the rail transit converter comprises the following steps: step 1, determining an acceleration response value set of the converter through rigid body mode testing, and determining the quality of the converter; and 2, determining the rotational inertia of the converter according to the acceleration response value set and the mass.
In one embodiment, in step 1, the set of acceleration response values is determined by: step 11, suspending the converter through an elastic rope; step 12, determining a base point of the converter and a plurality of test points on the surface of a cabinet body of the converter; step 13, taking the base point as an origin point in a coordinate system and determining the space coordinates of the plurality of test points relative to the base point so as to establish a three-dimensional geometric model for testing; and step 14, determining the acceleration response value set of the plurality of test points by combining the three-dimensional geometric model through rigid body mode test, wherein the acceleration response value set consists of the acceleration response value of each test point.
In one embodiment, step 14 comprises: 141, arranging a triaxial acceleration sensor at each test point; and 142, exciting the converter, and detecting the acceleration response value of each test point by using the three-axial acceleration sensor.
In one embodiment, step 14 is performed by a moving sensor method or a moving force hammer method.
In one embodiment, in step 11, a rigid rope is disposed between the elastic cord and the current transformer to reduce structural damping. Through this embodiment, can reduce the damping of structure to improve the accuracy of experimental result.
In one embodiment, the mass of the current transformer is measured by a tension load cell disposed between the elastic cord and the trolley. Through the implementation mode, the weight of the converter can be determined quickly, the measurement steps are reduced, and quick measurement is realized.
In one embodiment, the tension load cell is a strain gauge force sensor.
In one embodiment, the plurality of test points includes a face end point of a cabinet of the converter and a lifting lug. Through the implementation mode, the whole three-dimensional geometric model of the converter cabinet body can be formed, and the accuracy of the test result is improved.
In one embodiment, in step 11, the height of the current transformer from the ground is 20 cm. Through the implementation mode, experimenters can conveniently excite the test points of the converter, and the experimental accuracy is improved.
The application also provides a system for determining the rotational inertia of a rail transit converter, which comprises: the data acquisition module is used for collecting the acceleration response value set and the quality of the converter; and the data processing module is used for obtaining the rotating inertia of the converter according to the acceleration response value set and the mass collected by the data acquisition module.
By the method and the system for determining the rotational inertia of the rail transit converter, a relatively simple acquisition instrument and a test analysis method can be utilized, and the problem that the test difficulty of the conventional three-wire suspension method-based measurement method is high is solved. By the aid of the method, structural parameters of the converter cabinet body can be conveniently obtained, the test process is simpler, accurate field actual measurement data are provided for dynamic simulation analysis of the converter and the vehicle body, and the method has practical application value for improving simulation accuracy.
The features mentioned above can be combined in various suitable ways or replaced by equivalent features as long as the object of the invention is achieved.
Drawings
The invention will be described in more detail hereinafter on the basis of embodiments and with reference to the drawings. Wherein:
fig. 1 shows a schematic flow diagram of a method of determining the moment of inertia of a track traffic converter according to an embodiment of the invention;
FIG. 2 shows a schematic flow diagram of a modal analysis test to determine the rotational inertia of a track traffic converter according to another embodiment of the present invention;
fig. 3 shows a schematic block diagram of a system for determining the rotational inertia of a track traffic converter according to a further embodiment of the invention.
In the drawings, like parts are provided with like reference numerals. The drawings are not to scale.
Detailed Description
The invention will be further explained with reference to the drawings.
Fig. 1 is a schematic flow chart of a method 10 for determining a rotational inertia of a rail transit converter according to the present application. As shown in fig. 1, the method 10 includes:
s11, determining an acceleration response value set of the current transformer through rigid body mode testing, and determining the quality of the current transformer;
and S12, determining the rotary inertia of the converter according to the acceleration response value set and the mass.
In particular, in the prior art, the measurement of the rotational inertia is usually performed by using a three-wire suspension method, which is not only complex in experimental method and high in cost, but also cannot achieve the purpose of rapidly acquiring the rotational inertia of the converter. The rigid body modal test is generally used for determining a Frequency Response Function (FRF) signal by obtaining an acceleration Response value of a rigid body, and the moment of inertia is obtained through the acceleration Response value set and the mass of the converter.
In S11, the current transformer may be weighed using a high precision weighing device to obtain the mass of the current transformer.
Meanwhile, when determining the modal analysis parameters of the current transformer, as shown in fig. 2, the method may be performed by the following steps:
s111, suspending the current transformer through an elastic rope;
s112, determining a base point of the converter and a plurality of test points on the surface of a converter cabinet body;
s113, determining a base point as an origin in a coordinate system, and determining the space coordinates of the test points relative to the base point to establish a three-dimensional geometric model for testing;
and S114, determining the acceleration response value set of the plurality of test points by combining the three-dimensional geometric model through rigid body mode testing, wherein the acceleration response value set consists of the acceleration response value of each test point.
In S111, the converter cabinet is suspended from the traveling crane by a plurality of elastic ropes fixed to the edge or end points of the cabinet. It should be understood that to ensure the accuracy of the measurement results, the elastic ropes should be straight in length so that the converter cabinet is parallel to the ground.
The elastic cord may have different sizes and stiffness depending on the size and weight of the converter cabinet, and the elastic cord should be sufficiently flexible.
When the converter is supported by the elastic rope, the elastic rope should be prevented from directly contacting the cabinet parts, which may increase the damping of the structure, and therefore it is preferable to provide a normal rope or a rigid rope between the elastic rope and the converter cabinet, i.e. a normal rope or a rigid rope having one end directly suspending the converter cabinet and the other end connected to the elastic rope, in which case the length of the normal rope or the rigid rope should be consistent to ensure the parallelism of the converter cabinet.
Preferably, the height of the converter cabinet body from the ground is 20cm, so that an experimenter can conveniently perform modal testing (namely excitation operation) on the converter cabinet body, and the accuracy of a measuring result is ensured.
Optionally, in S111, a high-precision tension weighing sensor may be disposed between the elastic rope and the traveling crane to measure the mass of the converter, so that the operation steps can be saved and the quick measurement can be realized. Preferably, the tension load cell is a strain gauge force sensor.
In S112, when a base point of the converter cabinet is selected, a point with a prominent feature on the cabinet should be selected as the base point, for example, a lug at each corner of the cabinet; when selecting test points for a converter cabinet, points should be selected that characterize the structure of the cabinet, preferably the end points of the six faces of the cabinet and the positions of the lugs except the base points.
For purposes of clarity, the description below will be made with one of the lugs as the base point, the end points of the six faces and the lugs other than the base point as the test points. And determining the space coordinates of the plurality of test points relative to the base point by taking the base point as an origin.
In S113, in the LMS test system, the plurality of test points are connected in a space coordinate system to form a plane by using the base point and the space coordinates of the plurality of test points, so that a three-dimensional geometric model of the converter cabinet is established in the coordinate system for subsequent testing, where the three-dimensional geometric model is a geometric structure of the converter cabinet.
In S114, as an implementation manner, a triaxial acceleration sensor may be disposed at each test point, and then the current transformer is separately excited along the X-axis direction, the Y-axis direction and the Z-axis direction of the coordinate system at a certain known excitation point of the current transformer cabinet by using a force hammer, the triaxial acceleration sensor is configured to detect acceleration response values of the test point in the above 3 different directions for excitation, and acceleration response values of the test points in different directions respectively constitute an acceleration response value set of the current transformer.
Alternatively, a single excitation may be performed at a known excitation point, and the acceleration response values of the test point in the X-axis, Y-axis and Z-axis directions to the excitation are detected at each test point by using the triaxial acceleration sensor.
Alternatively, a mode analysis test can be performed by using a moving sensor method or a moving force hammer method, which are both the prior art and are not described herein, so that the test can be performed under the condition of a small number of acceleration sensors, and the test cost is saved.
The acceleration response value set of the plurality of test points can be obtained through the rigid body modal analysis test. In S12, the acceleration response value sets of the plurality of test points and the mass of the current transformer are input to the LMS test system, so as to obtain the moment of inertia of the current transformer.
For all spectral lines within the selected band, for all response measurement points P, Q …, for all inputs 1, 2, … considered, there is a kinematic relationship in the form of a matrix given below:
wherein Xp, Yp and Zp are coordinates of the measuring point P in a coordinate system.
The over-determined set of equations established for each spectral line (with the number of input degrees of freedom greater than or equal to 6) is solved with a minimum of two multiplications. That is, for each spectral line, an acceleration matrix is found. And further calculating a reference acceleration matrix covering all frequency bands to comprehensively solve, namely solving a minimum two-times solution of an overall equation set comprising all outputs and all spectral lines.
The coordinates of the centroid can be given by:
wherein Xcog, Ycog and ZCog are coordinate components of the centroid on a coordinate system;
ixx, Iyy and Izz are rotational inertia of the axes of the rigid body to the coordinate system;
ixy, Iyz and Ixz are the inertia products of rigid bodies in a coordinate system.
a is the acceleration response value and m is the mass of the rigid body.
Generally, there are:
wherein, { Lg } is the moment of momentum of each axis of the rigid body to the coordinate system;
[A] is an inertia matrix (symmetric matrix);
{ wg } is the angular velocity vector.
The present application further provides a system 20 for determining the rotational inertia of a rail transit converter, as shown in fig. 3, the system 20 comprising:
the data acquisition module 21 is used for collecting the acceleration response value set and the quality of the current transformer;
and the data processing module 22 is used for obtaining the moment of inertia of the converter according to the acceleration response value set and the mass collected by the data acquisition module 21.
Optionally, the data acquisition module 21 may be an LMS data acquisition device, an acceleration sensor, and a strain gauge force sensor, and is configured to collect an acceleration response value set and a quality of the current transformer, respectively.
The data processing module 22 may be a computer or the like.
By the method and the system for determining the rotational inertia of the rail transit converter, a relatively simple acquisition instrument and a test analysis method can be utilized, and the problem that the test difficulty of the conventional three-wire suspension method-based measurement method is high is solved. By the method, the structural parameters of the converter cabinet body can be conveniently obtained, the test process is simpler, accurate field actual measurement data are provided for dynamic simulation analysis of the converter and the vehicle body, and the method has practical application value for improving the simulation accuracy.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "bottom", "top", "front", "rear", "inner", "outer", "left", "right", and the like, which refer to an orientation or positional relationship shown in the drawings, are used for convenience of description and simplicity of description only, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
Although the invention herein has been described with reference to particular embodiments, it is to be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It is therefore to be understood that numerous modifications may be made to the illustrative embodiments and that other arrangements may be devised without departing from the spirit and scope of the present invention as defined by the appended claims. It should be understood that features described in different dependent claims and herein may be combined in ways different from those described in the original claims. It is also to be understood that features described in connection with individual embodiments may be used in other described embodiments.
Claims (8)
1. A method for determining the rotational inertia of a rail transit converter is characterized by comprising the following steps:
step 1, determining an acceleration response value set of the converter through rigid body modal testing, and determining the quality of the converter;
step 2, determining the rotational inertia of the converter according to the acceleration response value set and the mass;
in step 1, the set of acceleration response values is determined by:
step 11, suspending the current transformer through an elastic rope;
step 12, determining a base point of the current transformer and a plurality of test points on the surface of a cabinet body of the current transformer;
step 13, taking the base point as an origin in a space coordinate system, and determining space coordinates of the test points relative to the base point to establish a three-dimensional geometric model for testing;
and step 14, determining the acceleration response value set of the plurality of test points by combining the rigid body modal test with the three-dimensional geometric model, wherein the acceleration response value set consists of the acceleration response value of each test point.
2. The method of claim 1, wherein step 14 comprises:
step 141, arranging a triaxial acceleration sensor at each test point;
and 142, exciting the converter, and detecting the acceleration response value of each test point by using the three-axial acceleration sensor.
3. The method of claim 1, wherein step 14 is performed by a moving sensor method or a moving force hammer method.
4. The method of claim 1, wherein the mass of the current transformer is measured by a tension load cell disposed between the elastic cord and the trolley.
5. The method of claim 4, wherein the tension load cell is a strain gauge force sensor.
6. The method of claim 1, wherein the plurality of test points comprise a face end point of a case of the converter and a lifting lug.
7. The method according to claim 1, characterized in that in step 11 the height of the current transformer from the ground is 20 cm.
8. A system for determining the rotational inertia of a rail transit converter, the system comprising:
the data acquisition module is used for collecting the acceleration response value set and the quality of the current transformer;
the data processing module is used for obtaining the rotary inertia of the converter according to the acceleration response value set and the mass collected by the data acquisition module;
wherein the set of acceleration response values is determined by:
step 11, suspending the current transformer through an elastic rope;
step 12, determining a base point of the converter and a plurality of test points on the surface of a cabinet body of the converter;
step 13, taking the base point as an origin in a space coordinate system, and determining space coordinates of the test points relative to the base point to establish a three-dimensional geometric model for testing;
and step 14, determining the acceleration response value set of the plurality of test points by combining the rigid body modal test with the three-dimensional geometric model, wherein the acceleration response value set consists of the acceleration response value of each test point.
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