Collaborative optimization method of one-line and two-line vertical suspension damping ratio of high-speed railway vehicle

Abstract

The invention relates to a collaborative optimization method of a one-line and two-line vertical suspension damping ratio of a high-speed railway vehicle, and belongs to the technical field of high-speed railway vehicle suspension. A vertical vibration collaborative optimization simulation model of a one-line and two-line vertical suspension system is constructed, the uneven random input of a railway is used as input stimulation, the minimum of the vibration acceleration root-mean-square value of vehicle body vertical movement is taken as a design target, and optimal design is carried out to obtain an optimal damping ratio of an optimal one-line and two-line vertical suspension damping ratio. Through a design example and SIMPACK simulation verification, the method can obtain the accurate and reliable optimal damping ratio of the one-line vertical suspension and the two-line vertical suspension system, and provides a reliable design method for the design of the one-line and two-line vertical suspension damping ratio of the high-speed railway vehicle. The method can improve the design level and the vehicle riding comfort of the suspension system of the high-speed railway vehicle, can lower product design and experiment cost and enhances the international market competitiveness of the railway vehicle in China.

Description

technical field [0001] The invention relates to a high-speed rail vehicle mount, in particular to a collaborative optimization method for the damping ratio of the primary and secondary vertical mounts of the high-speed rail vehicle. Background technique [0002] The damping ratio of the primary vertical suspension and the secondary vertical suspension system has an important impact on the ride comfort of high-speed rail vehicles. The design or selection of the primary vertical suspension and the secondary vertical damper Important parameters on which the parameters of the vibrator valve system are based. However, according to the information obtained, it is very difficult to analyze and calculate the dynamics of the rail vehicle because it is a multi-degree-of-freedom vibration system. The theoretical design method of the system is not given, and most of them study the primary vertical suspension and the secondary vertical suspension separately, and select a certain damping...

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Problems solved by technology

However, according to the information obtained, it is very difficult to analyze and calculate the dynamics of the rail vehicle because it is a multi-degree-of-freedom vibration system. The theoretical design method of the system is not given, and most of them study the primary vertical suspension and the secondary vertical suspension separately, and select a certain damping ratio of the primary vertical suspension according to experience (usually empirical damping ratio of 0.2 to 0.3) and the damping ratio of the secondary vertical mount (usually the empirical damping ratio is 0.2 to 0.45), and then, with the help of computer technology, use the multibody dynamics simulation software SIMPACK or ADAMS / Rail to build to optimize and determine the size of its damping ratio

Although this method can obtain more reliable simulation values ​​and make the vehicle have better dynamic performance, however, since the primary and secondary vertical suspensions are a complex system coupled with each other, the current separate modeling for the suspension It is difficult to achieve the best matching of the damping ratios of the primary and secondary vertical suspension systems, and with the continuous increase of the speed of rail vehicles, the current primary and secondary vertical Compared with the design method, the innovative theory with guiding significance cannot be given, and it cannot meet the development of the design requirements of the shock absorber under the condition of the continuous speed increase of the rail vehicle.

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