Collaborative optimization method for damping coefficient of high-speed rail primary system and secondary system and end shock absorber

Abstract

The invention relates to a collaborative optimization method for a damping coefficient of high-speed rail primary system and secondary system and an end shock absorber, belonging to the technical field of suspension of a high-speed rail vehicle. The method comprises the following steps of: building a twenty-three-degree-of-freedom vibration collaborative optimization simulation mode of the whole high-speed vehicle; taking a track vertical profile irregularity random input, an alignment irregularity random input and a cross-level irregularity random input as input excitation; taking minimum root-mean-square value of vehicle vibration weighted acceleration as a design target; and optimizing the design to obtain the optimal damping coefficient of the high-speed rail primary system and secondary system and the end shock absorber. According to a design example and SIMPACK simulation verification, the accurate and reliable damping coefficient value of the primary system, the secondary system and the end absorber can be acquired through the method, and a reliable design method is provided for the design of the damping coefficient of the primary system, the secondary system and the end absorber. By the method, the design level of a high-speed suspension system and the safety and the stationarity of vehicle running can be improved, the product design and test cost also can be reduced, and the international market competitiveness of the rail vehicle of our country is enhanced.

Description

technical field [0001] The invention relates to a high-speed rail vehicle mount, in particular to a collaborative optimization method for the damping coefficients of the first and second series of high-speed rail and end shock absorbers. Background technique [0002] The first series of vertical shock absorbers, the second series of vertical shock absorbers, the second series of transverse shock absorbers, the longitudinal shock absorbers at the end of the car body, and the transverse shock absorbers at the end of the car body have great influence on the ride comfort and safety of high-speed rail. important influence. However, according to the available information, since high-speed rail is a multi-degree-of-freedom vibration system, it is very difficult to perform dynamic analysis and calculation on it. The theoretical design method of the system is given, mostly for the primary vertical shock absorber, the secondary vertical shock absorber, the secondary transverse shock ...

AI Technical Summary

Problems solved by technology

However, according to the available information, since high-speed rail is a multi-degree-of-freedom vibration system, it is very difficult to perform dynamic analysis and calculation on it. The theoretical design method of the system is given, mostly for the primary vertical shock absorber, the secondary vertical shock absorber, the secondary transverse shock absorber, the longitudinal shock absorber at the end of the car body and the lateral The vehicle is studied separately, and with the help of computer technology, the multi-body dynamics simulation software SIMPACK or ADAMS / Rail is used to optimize and determine its size through solid modeling, although this method can obtain relatively reliable simulation values, so that the vehicle has better dynamic performance, however, since the primary vertical shock absorber, secondary vertical shock absorber, secondary transverse shock absorber, longitudinal A complex system coupled with each other, the current method of separately modeling and designing the damping coefficient of its shock absorber is difficult to achieve the best matching of the damping coefficients of the first and second series of high-speed railways and the end shock absorbers. With the continuous improvement of the speed of high-speed rail, people have put forward higher requirements for the design of the damping coefficient of the first series and the second series and the end shock absorber. Can not give a guiding innovation theory, can not meet the development of the design requirements of the shock absorber under the condition of continuous speed increase of rail vehicles

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