CN114841033B - Spoke wheel design method - Google Patents
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- 238000013461 design Methods 0.000 title claims abstract description 62
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000011156 evaluation Methods 0.000 claims abstract description 70
- 230000005855 radiation Effects 0.000 claims abstract description 66
- 238000004458 analytical method Methods 0.000 claims abstract description 57
- 238000004364 calculation method Methods 0.000 claims abstract description 30
- 230000004044 response Effects 0.000 claims abstract description 20
- 230000008878 coupling Effects 0.000 claims abstract description 15
- 238000010168 coupling process Methods 0.000 claims abstract description 15
- 238000005859 coupling reaction Methods 0.000 claims abstract description 15
- 238000004088 simulation Methods 0.000 claims abstract description 10
- 238000013016 damping Methods 0.000 claims description 14
- 238000001228 spectrum Methods 0.000 claims description 10
- 238000005096 rolling process Methods 0.000 claims description 8
- 230000005284 excitation Effects 0.000 claims description 7
- 239000000725 suspension Substances 0.000 claims description 6
- 238000005070 sampling Methods 0.000 claims description 4
- 238000011158 quantitative evaluation Methods 0.000 description 6
- 229910001141 Ductile iron Inorganic materials 0.000 description 4
- 238000005094 computer simulation Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
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- 238000000418 atomic force spectrum Methods 0.000 description 1
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- 230000009467 reduction Effects 0.000 description 1
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/06—Power analysis or power optimisation
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/10—Noise analysis or noise optimisation
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention relates to a spoke wheel design method, which belongs to the technical field of wheels and comprises the following steps: establishing wheel models with different key design parameters, and taking the weight of the wheels as a wheel weight evaluation index; aiming at different wheel models, respectively establishing a corresponding wheel set finite element model and a bogie rigid-flexible coupling dynamics model, carrying out dynamics simulation analysis to obtain wheel track acting force time course data, and taking the standard deviation as a wheel track acting force evaluation index; corresponding wheel finite element models are respectively established aiming at different wheel models, and wheel vibration harmonic response calculation and analysis are carried out to obtain total equivalent radiation power level or total radiation sound power level which is used as a noise radiation evaluation index; and respectively adopting three evaluation indexes to evaluate the wheel model, and determining the optimal wheel model according to the priorities of the three evaluation indexes. The spoke wheel design method realizes the optimal design of key design elements, and improves the design rationality and the design efficiency.
Description
Technical Field
The invention belongs to the technical field of wheels, and particularly relates to a spoke wheel design method.
Background
Wheels are a key part in railway vehicles, and are directly related to the safety and reliability of vehicle operation, and have important influence on the operation quality and riding comfort. Wheel rail vibration and impact are important sources for causing damage failure and abrasion of vehicles and rails, and the wheel rail vibration and noise have serious influence on the interior of a train and the surrounding environment, so that the reduction of the weight of wheels and the wheel rail noise has important significance. The austempered ductile iron spoke wheel is light in weight and low in noise radiation, and the wear of the wheel rail can be effectively reduced due to the self-lubricating effect of the austempered ductile iron material.
However, current designs of austempered ductile iron spoke wheels are mostly made empirically, for example, patent CN208664805U discloses a number of spokes of 11, 13 or 17 in a monolithic wheel for rail vehicles, but there is no description of how to select and determine the number of spokes. In the design of spoked wheels, some key design elements are, for example: the number, shape and thickness of the spokes directly determine the weight of the wheel and are closely related to the dynamic characteristics of the wheel and wheel set, dynamic acting force of the wheel track and noise radiation. For example, dynamic wheel-rail forces are a key indicator in wheel-rail relationships, which are one of the major sources of vibration noise, fatigue and wear in wheel-rails. Therefore, how to realize the optimal design of key design elements such as the number of spokes, the shape of the spokes, the thickness and the like is a technical problem which needs to be solved in the field of spoke wheel design.
Disclosure of Invention
Aiming at the technical problems, the invention provides a spoke wheel design method, which uses wheel rail dynamics analysis and vibration noise analysis to obtain evaluation indexes of key design parameters on wheel rail acting force and noise radiation, and then guides the spoke wheel design according to the wheel rail acting force, wheel weight and noise radiation evaluation indexes, thereby realizing the optimal design of key design elements, improving the rationality and design efficiency of the spoke wheel design, and being beneficial to fully playing the performance advantages of the austempered ductile iron spoke wheel.
The invention provides a spoke wheel design method, which comprises the following steps:
According to the design requirements of the rolling circle diameter and the axle diameter of the wheel, building wheel models with different key design parameters, and calculating the wheel weights corresponding to different wheel models to serve as wheel weight evaluation indexes;
Respectively establishing corresponding wheel set finite element models aiming at different wheel models, and further establishing corresponding bogie rigid-flexible coupling dynamic models according to bogie dynamic design parameters; defining the operation working condition of vehicle dynamics calculation according to the line operation condition of the urban rail vehicle, and carrying out dynamics simulation analysis on the bogie rigid-flexible coupling dynamics models corresponding to different wheel models to obtain wheel rail acting force time course data corresponding to the different wheel models, so as to calculate the corresponding wheel rail acting force time course standard deviation as a wheel rail acting force evaluation index;
Respectively establishing corresponding wheel finite element models aiming at different wheel models, and respectively carrying out calculation and analysis on wheel vibration harmonic responses of the wheel finite element models corresponding to the different wheel models to obtain total equivalent radiation power levels or total radiation sound power levels corresponding to the different wheel models as noise radiation evaluation indexes;
Respectively adopting three evaluation indexes to evaluate the wheel model, and determining an optimal wheel model according to the order of the priorities of the three evaluation indexes from high to low; the priorities of the three evaluation indexes are as follows: wheel rail acting force evaluation index > wheel weight evaluation index > noise radiation evaluation index; in the wheel weight evaluation index, the lighter the wheel weight is, the better the corresponding wheel model is; in the wheel track acting force evaluation index, the smaller the wheel track acting force time standard deviation is, the better the corresponding wheel model is; in the noise radiation evaluation index, the smaller the total equivalent radiation power level or the smaller the total radiation sound power level is, the better the corresponding wheel model is.
In some of these embodiments, the key design parameters include spoke number, shape, and thickness.
In some of these embodiments, the bogie dynamics design parameters include frame mass, frame moment of inertia, primary suspension stiffness, and primary suspension damping coefficient.
In some of these embodiments, urban rail vehicle line operating conditions include operating speed, typical line conditions, track type, and track irregularity stimuli.
In some embodiments, in the dynamics simulation analysis, the wheel modes with the frequency range within 1000Hz are involved in dynamics coupling, the analysis sampling frequency is 500Hz, and the solving time is determined according to the running speed and the track spectrum distance.
In some of these embodiments, a unit radial force is applied at the nominal rolling circle position node of the wheel finite element model while performing the wheel vibration harmonic response calculation analysis, and the modal damping ratio at different wheel model analyses is kept the same.
In some of these embodiments, the modal damping ratio is 0.1% or a measured modal damping ratio is employed.
In some of these embodiments, the analysis frequency range is 100-5000 Hz and the analysis frequency step is not greater than 10Hz in the wheel vibration harmonic response calculation analysis.
In some of these embodiments, the step of calculating the total equivalent radiated power level is: and extracting equivalent radiation power levels according to calculation and analysis of the wheel vibration harmonic response, and accumulating the equivalent radiation power levels to obtain the total equivalent radiation power level.
In some of these embodiments, the step of calculating the total radiated sound power level is: corresponding wheel acoustic radiation finite element models or wheel acoustic radiation boundary element models are respectively established for different wheel models, wheel vibration harmonic response speed calculation results are used as boundary conditions of acoustic radiation analysis according to wheel vibration harmonic response calculation analysis, wheel far-field acoustic radiation power levels are calculated, and then total radiated acoustic power levels are calculated.
Based on the technical scheme, the spoke wheel design method provided by the invention establishes quantitative evaluation indexes of the key design parameters of the wheel, namely the wheel weight evaluation index, the wheel rail acting force evaluation index and the noise radiation evaluation index, through wheel rail dynamics and wheel vibration noise analysis, determines the priorities of the three quantitative evaluation indexes, and realizes the optimal design of the spoke wheel by utilizing the quantitative evaluation indexes and the priorities thereof, thereby more fully playing the performance advantages of the spoke wheel in the aspects of reducing the dynamic acting force of the wheel rail, reducing the wheel quality and reducing the vibration noise of the wheel rail.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart of a method of spoke wheel design according to an embodiment of the present invention;
FIG. 2 is a schematic view of a wheel model according to a first embodiment of the present invention, wherein (a) the number of spokes is 9, and (b) the number of spokes is 11;
FIG. 3 is a schematic view of a finite element model of a wheel set according to an embodiment of the present invention, wherein (a) the number of spokes is 9, and (b) the number of spokes is 11;
FIG. 4 is a schematic diagram of a truck rigid-flexible coupling dynamics model corresponding to a wheel model with 9 spokes according to the first embodiment of the present invention;
FIG. 5 is a graph of a transverse irregularity trajectory applied during a kinetic simulation analysis according to a first embodiment of the present invention;
FIG. 6 is a graph of a vertical irregularity trajectory applied during dynamic simulation analysis in accordance with a first embodiment of the present invention;
FIG. 7 is a graph showing the transverse force profile of a wheel track according to an embodiment of the present invention, wherein (a) corresponds to 9 spokes and (b) corresponds to 11 spokes;
FIG. 8 is a graph showing time course data of vertical force of a wheel track according to an embodiment of the present invention, wherein (a) the number of spokes is 9, and (b) the number of spokes is 11;
FIG. 9 is a chart of the standard deviation of the lateral force of the wheel track in accordance with one embodiment of the present invention;
FIG. 10 is a chart of the standard deviation of the vertical force of the wheel rail according to the first embodiment of the present invention;
FIG. 11 is a schematic view of a finite element model of a wheel according to a first embodiment of the present invention, wherein (a) the number of spokes is 9, and (b) the number of spokes is 11;
fig. 12 is a graph of equivalent radiated power level data according to a first embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1, an embodiment of the present invention relates to a spoke wheel design method, which includes the following steps:
(1) According to the design requirements of the rolling circle diameter and the axle diameter of the wheel, building wheel models with different key design parameters, and calculating the wheel weights W corresponding to different wheel models to serve as wheel weight evaluation indexes.
In this step, it should be noted that the key design parameters include the number, shape and thickness of the spokes. Wherein the number of spokes is preferably prime, e.g. 7, 11, 13, etc.
(2) Respectively establishing corresponding wheel set finite element models aiming at different wheel models, and further establishing corresponding bogie rigid-flexible coupling dynamic models according to bogie dynamic design parameters; and defining the operation working condition of vehicle dynamics calculation according to the urban rail vehicle line operation condition, and carrying out dynamics simulation analysis on the bogie rigid-flexible coupling dynamics models corresponding to different wheel models to obtain wheel track acting force time course data corresponding to the different wheel models, so as to calculate the corresponding wheel track acting force time course standard deviation S as a wheel track acting force evaluation index.
In this step, it should be noted that the model may be built in Simpack dynamics software, and the bogie dynamics design parameters used in the process of building the bogie rigid-flexible coupling dynamics model include the mass of the frame, the moment of inertia of the frame, the primary suspension stiffness and the primary suspension damping coefficient.
It should be further noted that when the dynamics simulation analysis is performed, the urban rail vehicle line operation conditions include an operation speed, a typical line condition (which may be a straight line track or a curve), a rail type (which may be a rigid rail or a flexible rail), wherein when the flexible rail is adopted, the dynamics simulation analysis result is more practical, and the adoption of the rigid rail is beneficial to simplifying the calculation and has high analysis efficiency), and the rail irregularity excitation (including the transverse irregularity excitation and the vertical irregularity excitation, which are realized by adding the rail spectrum). In the dynamic simulation analysis, the wheel modes in the frequency range within 1000Hz are involved in dynamic coupling, the analysis sampling frequency is preferably 500Hz, the solving time is determined according to the running speed and the track spectrum distance, and the product of the solving time and the running speed is smaller than the track spectrum distance.
In addition, it should be noted that, according to the track force time course data, the step of calculating the track force time course standard deviation S is as follows:
Assuming that the wheel track acting force at the ith moment is f i and the wheel track acting force time interval data are N in total, the calculation formula of the wheel track acting force time interval standard deviation S is as follows:
wherein/>
It will be appreciated that in calculating the track effort time course standard deviation S, it is necessary to calculate the track lateral effort and the track vertical effort separately.
(3) Corresponding wheel finite element models are respectively established aiming at different wheel models, and wheel vibration harmonic response calculation and analysis are respectively carried out on the wheel finite element models corresponding to the different wheel models to obtain total equivalent radiation power level TERPL (Total Equivalent Radiated Power level) or total radiation sound power level TSPL (Total Sound Power Level) corresponding to the different wheel models, and the total equivalent radiation power level or total radiation sound power level TSPL (Total Sound Power Level) is used as a noise radiation evaluation index.
In this step, it should be noted that the established finite element model of the wheel may be in a fully constrained state of the axle hole or in a free state.
It should be further noted that, when performing the wheel vibration harmonic response calculation analysis, it is necessary to apply a unit radial force at the nominal rolling circle position node of the wheel finite element model, and keep the modal damping ratio the same when analyzing different wheel models. Wherein, the modal damping ratio is preferably 0.1%, and the actual measurement modal damping ratio can also be adopted. In the calculation and analysis of the harmonic response of the wheel vibration, the analysis frequency range is preferably 100-5000 Hz, and the analysis frequency step length is not more than 10Hz.
In addition, it should be noted that the total equivalent radiation power level TERPL is calculated by the following steps: and extracting equivalent radiation power level ERPL (Equivalent Radiated Power level) according to the calculation and analysis of the wheel vibration harmonic response, and accumulating the equivalent radiation power levels ERPL to obtain total equivalent radiation power level TERPL. The calculation steps of the total radiated sound power level TSPL are: corresponding wheel acoustic radiation finite element models or wheel acoustic radiation boundary element models are respectively established for different wheel models, wheel vibration harmonic response speed calculation results are used as boundary conditions of acoustic radiation analysis according to wheel vibration harmonic response calculation analysis, wheel far-field acoustic radiation power levels are calculated, and then total radiated acoustic power level TSPL is calculated.
(4) Respectively adopting three evaluation indexes to evaluate the wheel model, and determining an optimal wheel model according to the order of the priorities of the three evaluation indexes from high to low; the priorities of the three evaluation indexes are as follows: wheel rail acting force evaluation index > wheel weight evaluation index > noise radiation evaluation index; in the wheel weight evaluation index, the lighter the wheel weight is, the better the corresponding wheel model is; in the wheel track acting force evaluation index, the smaller the wheel track acting force time standard deviation is, the better the corresponding wheel model is; in the noise radiation evaluation index, the smaller the total equivalent radiation power level or the smaller the total radiation sound power level is, the better the corresponding wheel model is.
In this step, it should be noted that, the optimal wheel model is determined according to the order of the priorities of the three evaluation indexes from high to low, specifically: firstly, determining an optimal wheel model according to wheel rail acting force evaluation indexes; when the wheel rail acting force evaluation indexes corresponding to different wheel models are basically the same and the optimal wheel model cannot be determined, determining the optimal wheel model according to the next-stage evaluation index, namely the wheel weight evaluation index; when the wheel weight evaluation indexes corresponding to different wheel models are basically the same and the optimal wheel model cannot be determined, the optimal wheel model is determined according to the noise radiation evaluation index which is the next stage of evaluation index.
According to the spoke wheel design method, the quantitative evaluation indexes of the key design parameters of the wheel, namely the wheel weight evaluation index, the wheel rail acting force evaluation index and the noise radiation evaluation index, are established through wheel rail dynamics and wheel vibration noise analysis, the priorities of the three quantitative evaluation indexes are determined, and the optimal design of the spoke wheel is realized by utilizing the quantitative evaluation indexes and the priorities thereof, so that the performance advantages of the spoke wheel in the aspects of reducing the dynamic acting force of the wheel rail, reducing the wheel weight and reducing the vibration noise of the wheel rail can be fully exerted.
In order to more clearly describe the spoke wheel design method provided by the embodiments of the present invention in detail, the following description will be made with reference to specific embodiments.
Example 1
A spoke wheel design method comprising the steps of:
(1) According to design requirements, namely a wheel rolling circle diameter of 840mm, an axle weight of 14t and an axle diameter of 200mm, a wheel model with the number of spokes of 9 and 11 respectively shown in fig. 2 is established, the wheel weights of the wheel model are W 1 =268 kg and W 2 =276 kg respectively, and the wheel weight is used as a wheel weight evaluation index.
(2) For the two wheel models, respectively establishing corresponding wheel set finite element models, as shown in fig. 3; and using Simpack dynamics software to establish a corresponding bogie rigid-flexible coupling dynamics model according to bogie dynamics design parameters, as shown in fig. 4, wherein the adopted bogie dynamics design parameters are shown in table 1.
Table 1 bogie dynamics design parameters
The operation condition of the vehicle dynamics calculation is defined according to the urban rail vehicle line operation condition, wherein the urban rail vehicle line operation condition specifically comprises an operation speed (60-120 km/h), a typical line condition (a linear track is adopted in the embodiment), a track type (a rigid track is adopted in the embodiment) and track irregularity excitation (comprising transverse irregularity excitation and vertical irregularity excitation, and the operation is realized by adding a track spectrum, wherein the applied transverse irregularity track spectrum is shown in fig. 5, and the applied vertical irregularity track spectrum is shown in fig. 6).
Based on the operation working conditions, dynamic simulation analysis is carried out on rigid-flexible coupling dynamic models of the bogie corresponding to the two wheel models, vertical static load (the numerical value is equal to 14t axle weight minus one half of the mass load of the bogie frame) generated by the weight of the bogie is respectively applied to two sides of the bogie during analysis, the wheel modes in the frequency range of 1000Hz participate in dynamic coupling, the analysis sampling frequency is 500Hz, the solving time is determined according to the operation speed and the track spectrum distance, the product of the solving time and the operation speed is smaller than the track spectrum distance, and the solving time is determined to be 15s in the embodiment.
And extracting the wheel track acting force time course data of the right wheel of the front wheel pair through the dynamics simulation analysis, wherein the wheel track acting force time course data corresponding to the two wheel models are shown in fig. 7 and 8 when the running speed is 60 km/h.
According to the wheel track acting force time course data, calculating a wheel track acting force time course standard deviation S, wherein the specific calculation steps are as follows:
Assuming that the wheel track acting force at the ith moment is f i and the wheel track acting force time interval data are N in total, the calculation formula of the wheel track acting force time interval standard deviation S is as follows:
wherein/>
And when the wheel track acting force time standard deviation S is calculated, the wheel track transverse acting force and the wheel track vertical acting force are calculated respectively. At the running speed of 60km/h, the calculated standard deviations of the lateral acting forces of the wheel rail corresponding to the wheel model with the spoke numbers of 9 and 11 are respectively Sl 1 =585N and Sl 2 =319N, and the standard deviations of the vertical acting forces of the wheel rail corresponding to the wheel model are respectively Sv 1 =2387N and Sv 2 =1114N. According to the calculation method, the wheel track acting force time interval standard deviation corresponding to the two wheel models at different running speeds can be obtained and used as the wheel track acting force evaluation index. At an operating speed of 60-120 km/h, the data of the wheel track force time interval standard deviation corresponding to the two wheel models are shown in fig. 9 and 10, and it can be seen that the wheel track force time interval standard deviation S 1 corresponding to the wheel model with the number of spokes of 9 is obviously larger than the wheel track force time interval standard deviation S 2 corresponding to the wheel model with the number of spokes of 11.
(3) For both wheel models, a corresponding free-state wheel finite element model is built, respectively, as shown in fig. 11. And respectively carrying out calculation analysis on the wheel vibration harmonic responses of the wheel finite element models corresponding to the two wheel models. During analysis, the rolling noise of the wheel track is dominant in linear operation, so that unit radial force is applied to the position of the wheel tread surface, which is 70mm away from the wheel rim, at the position corresponding to the node right above the spoke holes, and the modal damping ratio is kept the same in different wheel model analysis, and in the embodiment, the modal damping ratio is 0.1%. In addition, during analysis, the analysis frequency range is 100-5000 Hz, and the analysis frequency step size is 10Hz.
After the analysis is completed, equivalent radiation power level ERPL is extracted, and equivalent radiation power level ERPL data corresponding to the two wheel models are shown in fig. 12. And adding up the equivalent radiation power levels ERPL to obtain total equivalent radiation power levels corresponding to the wheel models with the spoke numbers of 9 and 11, wherein the total equivalent radiation power levels are TERPL 1 =76.1 dB and TERPL 2 =76.3 dB respectively, and the total equivalent radiation power levels are used as noise radiation evaluation indexes.
(4) Respectively adopting three evaluation indexes to evaluate the wheel model, and determining an optimal wheel model according to the order of the priorities of the three evaluation indexes from high to low; the priorities of the three evaluation indexes are as follows: wheel rail acting force evaluation index > wheel weight evaluation index > noise radiation evaluation index; in the wheel weight evaluation index, the lighter the wheel weight is, the better the corresponding wheel model is; in the wheel track acting force evaluation index, the smaller the wheel track acting force time standard deviation is, the better the corresponding wheel model is; in the noise radiation evaluation index, the smaller the total equivalent radiation power level or the smaller the total radiation sound power level is, the better the corresponding wheel model is.
According to the evaluation principle, since the wheel models with the spoke numbers of 9 and 11 correspond to S 1>S2、W1<W2、TERPL1≈TERPL2, the optimal wheel model of the two wheel models is the wheel model with the spoke number of 11.
The above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same; while the invention has been described in detail with reference to the preferred embodiments, those skilled in the art will appreciate that: modifications may be made to the specific embodiments of the present invention or equivalents may be substituted for part of the technical features thereof; without departing from the spirit of the invention, it is intended to cover the scope of the invention as claimed.
Claims (10)
1. A method of spoke wheel design comprising the steps of:
According to the design requirements of the rolling circle diameter and the axle diameter of the wheel, building wheel models with different key design parameters, and calculating the wheel weights corresponding to different wheel models to serve as wheel weight evaluation indexes;
Respectively establishing corresponding wheel set finite element models aiming at different wheel models, and further establishing corresponding bogie rigid-flexible coupling dynamic models according to bogie dynamic design parameters; defining the operation working condition of vehicle dynamics calculation according to the line operation condition of the urban rail vehicle, and carrying out dynamics simulation analysis on the bogie rigid-flexible coupling dynamics models corresponding to different wheel models to obtain wheel rail acting force time course data corresponding to the different wheel models, so as to calculate the corresponding wheel rail acting force time course standard deviation as a wheel rail acting force evaluation index;
Respectively establishing corresponding wheel finite element models aiming at different wheel models, and respectively carrying out calculation and analysis on wheel vibration harmonic responses of the wheel finite element models corresponding to the different wheel models to obtain total equivalent radiation power levels or total radiation sound power levels corresponding to the different wheel models as noise radiation evaluation indexes;
Respectively adopting three evaluation indexes to evaluate the wheel model, and determining an optimal wheel model according to the order of the priorities of the three evaluation indexes from high to low; the priorities of the three evaluation indexes are as follows: wheel rail acting force evaluation index > wheel weight evaluation index > noise radiation evaluation index; in the wheel weight evaluation index, the lighter the wheel weight is, the better the corresponding wheel model is; in the wheel track acting force evaluation index, the smaller the wheel track acting force time standard deviation is, the better the corresponding wheel model is; in the noise radiation evaluation index, the smaller the total equivalent radiation power level or the smaller the total radiation sound power level is, the better the corresponding wheel model is.
2. The spoke wheel design method according to claim 1, wherein the key design parameters include spoke number, shape and thickness.
3. The spoke wheel design method defined in claim 1, wherein the bogie dynamics design parameters comprise frame mass, frame moment of inertia, a series of suspension stiffness and a series of suspension damping coefficients.
4. The spoke wheel design method defined in claim 1, wherein the urban rail vehicle line operating conditions include operating speed, typical line conditions, track type and track irregularity excitation.
5. The spoke wheel design method according to claim 4, wherein in the dynamics simulation analysis, a wheel mode with a frequency range of less than 1000Hz is involved in dynamics coupling, the analysis sampling frequency is 500Hz, and the solving time is determined according to the running speed and the track spectrum distance.
6. The spoke wheel design method according to claim 1, wherein a unit radial force is applied at a nominal rolling circle position node of the wheel finite element model while performing the wheel vibration harmonic response calculation analysis, and a modal damping ratio at different wheel model analyses is kept the same.
7. The spoke wheel design method according to claim 6, wherein the modal damping ratio is 0.1% or a measured modal damping ratio is employed.
8. The method according to claim 1, 6 or 7, wherein in the wheel vibration harmonic response calculation analysis, the analysis frequency range is 100 to 5000Hz, and the analysis frequency step is not more than 10Hz.
9. The spoke wheel design method according to claim 1, wherein the calculating step of the total equivalent radiated power level is: and extracting equivalent radiation power levels according to calculation and analysis of the wheel vibration harmonic response, and accumulating the equivalent radiation power levels to obtain the total equivalent radiation power level.
10. The spoke wheel design method according to claim 1, wherein the calculating step of the total radiated sound power level is: corresponding wheel acoustic radiation finite element models or wheel acoustic radiation boundary element models are respectively established for different wheel models, wheel vibration harmonic response speed calculation results are used as boundary conditions of acoustic radiation analysis according to wheel vibration harmonic response calculation analysis, wheel far-field acoustic radiation power levels are calculated, and then total radiated acoustic power levels are calculated.
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