CN114880875A - Locomotive body first-order sag frequency estimation method - Google Patents
Locomotive body first-order sag frequency estimation method Download PDFInfo
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- CN114880875A CN114880875A CN202210640195.0A CN202210640195A CN114880875A CN 114880875 A CN114880875 A CN 114880875A CN 202210640195 A CN202210640195 A CN 202210640195A CN 114880875 A CN114880875 A CN 114880875A
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Abstract
The invention relates to a locomotive body first-order sag frequency estimation method, which comprises the steps of selecting a locomotive which has the same axle weight, the same body bearing form and the same body structure as a designed locomotive but slightly different body load positions and sizes, wherein the locomotive has a detailed body analysis report, the locomotive comprises body static load deflection, taking the locomotive as a reference locomotive, comparing the body difference of the reference locomotive and the designed locomotive, estimating the body static load deflection of a designed locomotive body scheme, and then regarding the locomotive as a free spring, and taking a frequency value calculated by a first-order frequency calculation formula as an estimated value of the body first-order sag frequency of the designed locomotive. The purpose is that the designer can obtain preliminary data in a comparison mode when determining the scheme, and the design scheme is supported by the data.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a locomotive body first-order sag frequency estimation method.
Background
In the process of designing the locomotive, the scheme design time is short, the scheme is fast in change, approximate design data including the first-order vertical modal frequency of a locomotive body is required to be known in extremely short time so as to avoid a resonance frequency band of a bogie, and in the conventional method for calculating the first-order vertical modal frequency, a vehicle body model is usually established by adopting a simulation analysis means, and the first-order vertical bending frequency is finally obtained through modal calculation.
Disclosure of Invention
In order to solve the problems of complex and long-time calculation mode of the first-order vertical modal frequency, the invention provides a method for estimating the first-order vertical bending frequency of a locomotive body.
The technical scheme adopted by the invention is as follows: a locomotive body first-order sag frequency estimation method comprises the following steps:
s1: selecting a locomotive which is put into use or is designed and has similar parameters with the locomotive to be designed as a reference locomotive according to the design requirement of the locomotive to be designed;
s2: estimating the body static load deflection of the locomotive to be designed according to the body static load deflection of the reference locomotive and the center distance of the front side bearing and the rear side bearing;
s3: and (4) estimating the first-order sag frequency of the locomotive body of the designed locomotive by using a first-order frequency calculation formula according to the dead load deflection of the locomotive body of the locomotive to be designed estimated in the step (S2).
Preferably, the reference locomotive selected in step S1 is: the bogie has the same axle weight and the same bogie or has the same weight, side bearing position, spacing and rigidity as the locomotive to be designed, the same vehicle body bearing form, the same vehicle body structure and the same equipment distribution trend on the vehicle body;
the weight of the equipment on the reference locomotive and the weight of the equipment on the locomotive body of the locomotive to be designed are within 10 percent; the change of the longitudinal installation position of the equipment on the locomotive body to be designed and the longitudinal installation position of the equipment on the locomotive body of the reference locomotive is within 10 percent of the center distance of the front side bearing and the rear side bearing of the reference locomotive; the body simulation analysis is already finished by the reference locomotive body, and the analysis report comprises the body dead load deflection.
Preferably, the vehicle body has the same vehicle body bearing form, in particular integral bearing or frame bearing.
Preferably, the vehicle body structures are the same, and particularly, the cross sections of the vehicle bodies are consistent.
Preferably, the reference locomotive selected in step S1 is: the locomotive to be designed is designed by lengthening or shortening the locomotive on the basis of the reference locomotive.
Preferably, in step S2, estimating the dead-load deflection of the locomotive to be designed according to the dead-load deflection of the locomotive body and the center distance between the front side bearing and the rear side bearing of the reference locomotive, specifically, applying the following formula:
wherein, delta 1 For reference to the static body deflection, delta, of a locomotive 2 For the body dead load deflection, L, of the locomotive to be designed 1 For reference, L, the center distance between the front and rear side bearings of the locomotive 2 The center distance between the front side bearing and the rear side bearing of the locomotive to be designed.
Preferably, in step S3, the first-order sag frequency of the vehicle body of the designed locomotive is estimated by using a first-order frequency calculation formula, specifically, the following formula is applied:
wherein f is the first-order sag frequency of the locomotive body of the locomotive to be designed, and g is the gravity acceleration.
The invention has the following beneficial effects:
the method is mainly used for assisting in determining feasibility of a scheme and saving scheme demonstration time, and comprises the steps of firstly estimating first-order sag frequency, selecting a proper reference locomotive, extracting dead load deflection of a locomotive body of the reference locomotive according to an analysis report of the reference locomotive, comparing differences between the locomotive body of the reference locomotive and a locomotive body of a designed locomotive, estimating the dead load deflection of the locomotive body of the designed locomotive body scheme, regarding the locomotive as a single-degree-of-freedom spring, using a frequency value calculated by a first-order frequency calculation formula as an estimated value of the first-order sag frequency of the locomotive body of the designed locomotive, enabling a designer to obtain preliminary data in a comparison mode when determining the scheme, enabling the design scheme to be supported by data, and obtaining a result in a few minutes under the condition that the comparison data is complete.
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 with reference to the following embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In the description of the invention, it is merely for convenience in describing and simplifying the description, and is not intended to indicate or imply that the referenced device or element must have a particular orientation or be constructed and operated in a particular orientation, and thus should not be taken as limiting the invention.
A locomotive body first-order sag frequency estimation method comprises the following steps:
s1: selecting a locomotive which is put into use or is designed and has similar parameters with the locomotive to be designed as a reference locomotive according to the design requirement of the locomotive to be designed;
s2: estimating the body static load deflection of the locomotive to be designed according to the body static load deflection of the reference locomotive and the center distance of the front side bearing and the rear side bearing;
s3: and (4) estimating the first-order sag frequency of the locomotive body of the designed locomotive by using a first-order frequency calculation formula according to the dead load deflection of the locomotive body of the locomotive to be designed estimated in the step (S2).
With reference to the selection of locomotives, it is possible to proceed from two aspects, satisfying either of the conditions, the first being, having the following defined points of commonality and differences, the points of commonality consisting essentially of:
(1) the reference locomotive and the locomotive to be designed have the same axle weight;
(2) the reference locomotive and the locomotive to be designed have the same bogie or the same weight, side bearing position, spacing and rigidity;
(3) the reference locomotive and the locomotive to be designed have the same locomotive body bearing form, namely, the reference locomotive and the locomotive to be designed are integrally or integrally borne by a frame;
(4) the reference locomotive and the locomotive to be designed have the same locomotive body structure, namely the cross sections of all locomotive bodies are consistent (the details of the inclined strut can be different, but the integral structure should be consistent);
(5) the reference locomotive and the locomotive to be designed have the same distribution trend of equipment on the locomotive body;
the different points mainly include:
(1) the weight of the equipment on the reference locomotive and the weight of the equipment on the locomotive body of the locomotive to be designed are changed within 10 percent;
(2) the longitudinal installation position of the equipment on the locomotive body (the longitudinal side bearing center which is relatively close to the front side bearing center) is changed, namely the longitudinal installation position of the equipment on the locomotive body to be designed and the longitudinal installation position of the equipment on the locomotive body to be referred are changed within 10 percent;
(3) the body simulation analysis is already finished by the reference locomotive body, and the analysis report comprises the body dead load deflection.
The same points and different points above need to be satisfied at the same time.
Secondly, the locomotive to be designed is designed by lengthening or shortening on the basis of the reference locomotive, and the locomotive to be designed can be used as the reference locomotive.
In step S2, estimating the dead-load deflection of the locomotive to be designed according to the dead-load deflection of the locomotive body of the reference locomotive and the center distance between the front side bearing and the rear side bearing, wherein the following formula is applied:
wherein, delta 1 For reference to the static body deflection, delta, of a locomotive 2 For the body dead load deflection, L, of the locomotive to be designed 1 For reference, L, the center distance between the front and rear side bearings of the locomotive 2 The center distance between the front side bearing and the rear side bearing of the locomotive to be designed.
Mainly from a reference machineFront and rear side bearing center distance L for extracting data in vehicle design and analysis 1 Deflection delta of vehicle body static load 1 Extracting the center distance L of the front side bearing and the rear side bearing of the data from the design scheme of the locomotive to be designed 2 Assuming that the static load deflection of the vehicle body is delta under unknown data 2 Applying the above formula, the static load deflection delta of the designed vehicle body data vehicle body can be calculated 2 。
The method for estimating the first-order vertical bending frequency of the train body of the designed locomotive by using the first-order frequency calculation formula specifically comprises the step of calculating the train body data train body static load deflection delta of the designed locomotive 2 Substituting the following formula:
wherein f is the first-order sag frequency of the locomotive body of the locomotive to be designed, and g is the gravity acceleration.
The first-order sag frequency f of the train body of the designed locomotive can be obtained, the frequency is an estimated value, and the result is larger than the simulation calculation result but not more than 10%.
It should be understood by those skilled in the art that the above embodiments are only preferred embodiments of the present invention to illustrate the technical solutions of the present invention, but not to limit the technical solutions, and certainly not to limit the patent scope of the present invention; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention; that is, the technical problems to be solved by the present invention, which are not substantially changed or supplemented by the spirit and the concept of the main body of the present invention, are still consistent with the present invention and shall be included in the scope of the present invention; in addition, the technical scheme of the invention is directly or indirectly applied to other related technical fields, and the technical scheme is included in the patent protection scope of the invention.
Claims (7)
1. A first-order sag frequency estimation method for a locomotive body is characterized by comprising the following steps:
s1: selecting a locomotive which is put into use or is designed and has similar parameters with the locomotive to be designed as a reference locomotive according to the design requirement of the locomotive to be designed;
s2: estimating the body static load deflection of the locomotive to be designed according to the body static load deflection of the reference locomotive and the center distance of the front side bearing and the rear side bearing;
s3: and (4) estimating the first-order sag frequency of the locomotive body of the designed locomotive by using a first-order frequency calculation formula according to the dead load deflection of the locomotive body of the locomotive to be designed estimated in the step (S2).
2. The method of estimating a first order sag frequency of a locomotive body according to claim 1, wherein: the reference locomotive selected in step S1 is: the bogie has the same axle weight and the same bogie or has the same weight, side bearing position, spacing and rigidity as the locomotive to be designed, the same vehicle body bearing form, the same vehicle body structure and the same equipment distribution trend on the vehicle body;
the weight of the equipment on the reference locomotive and the weight of the equipment on the locomotive body of the locomotive to be designed are within 10 percent; the change of the longitudinal installation position of the equipment on the locomotive body to be designed and the longitudinal installation position of the equipment on the locomotive body of the reference locomotive is within 10 percent of the center distance of the front side bearing and the rear side bearing of the reference locomotive; the body simulation analysis is already finished by the reference locomotive body, and the analysis report comprises the body dead load deflection.
3. The locomotive body first-order sag frequency estimation method according to claim 2, wherein: the vehicle body has the same vehicle body bearing form, in particular to integral bearing or vehicle frame bearing.
4. The locomotive body first-order sag frequency estimation method according to claim 2, wherein: the vehicle body has the same structure, and particularly, the cross sections of the vehicle bodies are consistent.
5. The method of estimating a first order sag frequency of a locomotive body according to claim 1, wherein: the reference locomotive selected in step S1 is: the locomotive to be designed is designed by lengthening or shortening the locomotive on the basis of the reference locomotive.
6. The method of estimating a first order sag frequency of a locomotive body according to claim 1, wherein: in step S2, estimating the dead load deflection of the locomotive to be designed according to the dead load deflection of the locomotive body of the reference locomotive and the center distance between the front side bearing and the rear side bearing, wherein the following formula is applied:
wherein, delta 1 For reference to the static body deflection, delta, of a locomotive 2 For the body dead load deflection, L, of the locomotive to be designed 1 For reference, L, the center distance between the front and rear side bearings of the locomotive 2 The center distance between the front side bearing and the rear side bearing of the locomotive to be designed.
7. The method of estimating a first order sag frequency of a locomotive body according to claim 1, wherein: in step S3, the first-order sag frequency of the vehicle body of the designed locomotive is estimated by using a first-order frequency calculation formula, specifically, the following formula is applied:
wherein f is the first-order sag frequency of the locomotive body of the locomotive to be designed, and g is the gravity acceleration.
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Citations (5)
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|---|---|---|---|---|
| CN104361256A (en) * | 2014-12-02 | 2015-02-18 | 南车资阳机车有限公司 | Locomotive body vertical rigid estimation method |
| CN110032807A (en) * | 2019-04-16 | 2019-07-19 | 西南交通大学 | A kind of vertical suspension Frequency Design method of high-speed train body lower part Suspenoing apparatus |
| CN110553808A (en) * | 2019-08-29 | 2019-12-10 | 山东建筑大学 | Beam bridge overall rigidity evaluation method based on vehicle vibration |
| CN113449376A (en) * | 2021-05-13 | 2021-09-28 | 中车唐山机车车辆有限公司 | Method, system and equipment for selecting shock absorber of suspension equipment under train |
| CN114065575A (en) * | 2021-11-05 | 2022-02-18 | 中车资阳机车有限公司 | Finite element simulation method and simulation model for locomotive side bearing |
-
2022
- 2022-06-08 CN CN202210640195.0A patent/CN114880875B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104361256A (en) * | 2014-12-02 | 2015-02-18 | 南车资阳机车有限公司 | Locomotive body vertical rigid estimation method |
| CN110032807A (en) * | 2019-04-16 | 2019-07-19 | 西南交通大学 | A kind of vertical suspension Frequency Design method of high-speed train body lower part Suspenoing apparatus |
| CN110553808A (en) * | 2019-08-29 | 2019-12-10 | 山东建筑大学 | Beam bridge overall rigidity evaluation method based on vehicle vibration |
| CN113449376A (en) * | 2021-05-13 | 2021-09-28 | 中车唐山机车车辆有限公司 | Method, system and equipment for selecting shock absorber of suspension equipment under train |
| CN114065575A (en) * | 2021-11-05 | 2022-02-18 | 中车资阳机车有限公司 | Finite element simulation method and simulation model for locomotive side bearing |
Non-Patent Citations (2)
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| 尤泰文等: "车辆整备状态车体垂弯频率优化方法研究" * |
| 焦小燕等: "SDA4型机车公共安装架设计及仿真分析" * |
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