Collaborative optimization method for damping coefficients of high-speed rail secondary transverse damper and vehicle body end transverse damper

Abstract

The invention relates to a collaborative optimization method for damping coefficients of a high-speed rail secondary transverse damper and a vehicle body end transverse damper, and belongs to the technical field of suspension of high-speed rail vehicles. As a seventeen-freedom-degree transverse vibration collaborative optimization simulation model of a whole high-speed rail vehicle is set up, and irregularity in the railway direction and horizontal irregularity serve as input excitation, with the minimum root-mean-square value of vibration weighted acceleration of vehicle body transverse motion as the design target, the optimal damping coefficients of the high-speed rail secondary transverse damper and the vehicle body end transverse damper are obtained through optimization design. It can be known through design examples and SIMPACK simulation verification that the damping coefficient values of the high-speed rail secondary transverse damper and the vehicle body end transverse damper can be obtained accurately and reliably through the method, and a reliable design method is provided for designing the damping coefficients of the high-speed rail secondary transverse damper and the vehicle body end transverse damper. By means of the method, the design level of a high-speed rail vehicle suspension system can be improved, traveling safety and stability of the vehicle are improved, product design and test cost can be reduced, and the international market competitiveness of the rail vehicles in China is enhanced.

Description

technical field [0001] The invention relates to a high-speed rail vehicle mount, especially a collaborative optimization method for the damping coefficient of the second series of high-speed rail and the lateral shock absorber at the end of the car body. Background technique [0002] The secondary transverse shock absorber and the transverse shock absorber at the end of the car body have an important impact on the ride comfort and safety of the high-speed rail. However, according to the available information, since the high-speed rail is a multi-degree-of-freedom vibration system, it is very difficult to analyze and calculate its dynamics. The theoretical design method of the system is given, mostly the secondary transverse shock absorber and the transverse shock absorber at the end of the car body are studied separately, and with the help of computer technology, using the multi-body dynamics simulation software SIMPACK or ADAMS / Rail, respectively Optimize and determine its...

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Problems solved by technology

However, according to the available information, since the high-speed rail is a multi-degree-of-freedom vibration system, it is very difficult to analyze and calculate its dynamics. The theoretical design method of the system is given, mostly the secondary transverse shock absorber and the transverse shock absorber at the end of the car body are studied separately, and with the help of computer technology, using the multi-body dynamics simulation software SIMPACK or ADAMS / Rail, respectively Optimize and determine its size by solid modeling, although this method can get more reliable simulation values, so that the vehicle has better dynamic performance, however, because the secondary lateral shock absorber and the lateral shock absorber at the end A complex system coupled with each other, the current method of separately modeling the damping coefficient of its shock absorber is difficult to achieve the best matching of the damping coefficient of the second series of high-speed rail and the lateral shock absorber at the end of the car body, and with the With the continuous improvement of the speed of high-speed rail, people put forward higher requirements for the design of the damping coefficient of the lateral shock absorber of the second series and the end of the car body. Can not give a guiding innovation theory, can not meet the development of shock absorber design requirements under the condition of continuous speed increase of rail vehicles

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