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Collaborative optimization method of two-line vertical and end part longitudinal damper damping coefficient of high-speed railway

An end-longitudinal and secondary-vertical technology, applied in the fields of instrumentation, electrical digital data processing, special data processing applications, etc., can solve the theoretical design method that does not give a system, the difficulty of dynamic analysis and calculation, and the inability to meet vibration reduction. device design requirements, etc.

Inactive Publication Date: 2015-12-16
SHANDONG UNIV OF TECH
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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 perform dynamic analysis and calculation on it. The theoretical design method of the system has not been given all the time. Most of them study the secondary vertical shock absorber and the longitudinal shock absorber at the end of the car body separately, and with the help of computer technology, use the multi-body dynamics simulation software SIMPACK or ADAMS / Rail, optimize and determine its size through solid modeling, although this method can get more reliable simulation values, so that the vehicle has better dynamic performance, however, due to the secondary vertical shock absorber and the longitudinal The shock absorber is a complex system coupled with each other. At present, it is difficult to make the damping coefficient of the vertical and longitudinal shock absorbers at the end of the high-speed railway reach the The best match, and with the continuous increase of the speed of high-speed rail, people have put forward higher requirements for the design of the damping coefficient of the vertical shock absorber of the second series and the longitudinal shock absorber at the end of the car body. The method for designing the damping coefficient of the internal longitudinal shock absorber cannot provide an innovative theory with guiding significance, and cannot meet the development of shock absorber design requirements under the condition of continuous speed increase of rail vehicles

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  • Collaborative optimization method of two-line vertical and end part longitudinal damper damping coefficient of high-speed railway
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  • Collaborative optimization method of two-line vertical and end part longitudinal damper damping coefficient of high-speed railway

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Embodiment Construction

[0032] specific implementation plan

[0033] The present invention will be further described in detail through an embodiment below.

[0034] Two secondary vertical shock absorbers are installed on each bogie of a high-speed railway, and four longitudinal shock absorbers at the end of the car body are installed between two adjacent car bodies, that is, n 1 = 2, n 2 =4; the mass m of its single car body 2 =63966kg, nodding moment of inertia J 2φ =2887500kg.m 2 ; Mass of each bogie frame m 1 =2758kg, nodding moment of inertia J 1φ =2222kg.m 2 ;The vertical equivalent stiffness K of the front suspension of the front bogie 1zff =2.74×10 6 N / m, vertical equivalent damping C d1ff =28.3kN.s / m, the vertical equivalent stiffness K of the primary rear suspension of the front bogie 1zfr =2.74×10 6 N / m, vertical equivalent damping C d1fr =28.3kN.s / m; The vertical equivalent stiffness K of the primary front suspension of the rear bogie 1zrf =2.74×10 6 N / m, vertical equivalent ...

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Abstract

The invention relates to a collaborative optimization method of a two-line vertical and end part longitudinal damper damping coefficient of a high-speed railway, and belongs to the technical field of high-speed railway suspension. A complete railway six-degree-of-freedom vertical vibration collaborative optimization simulation model of the high-speed railway is established, the uneven random input of the 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 coefficient of the two-line vertical and vehicle body end part longitudinal damper damping coefficient of the high-speed railway. Through a design example and SIMPACK simulation verification, the method can obtain the accurate and reliable two-line vertical and vehicle body end part longitudinal damper damping coefficient value, and provides a reliable design method for the design of the two-line vertical and vehicle body end part longitudinal damper damping coefficient of the high-speed railway. The method can improve the design level of the suspension system of the high-speed railway, improves vehicle driving safety and stability, 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, especially a collaborative optimization method for the damping coefficient of the vertical and end longitudinal shock absorbers of the second series of high-speed rail. Background technique [0002] The secondary vertical shock absorber and the longitudinal 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 perform dynamic analysis and calculation on it. The theoretical design method of the system has not been given all the time. Most of them study the secondary vertical shock absorber and the longitudinal shock absorber at the end of the car body separately, and with the help of computer technology, use the multi-body dynamics simulation software SIMPACK or ADAMS / Rail, optimize a...

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Application Information

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IPC IPC(8): G06F17/50
Inventor 周长城于曰伟
Owner SHANDONG UNIV OF TECH
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