Collaborative optimization method for the damping coefficient of the vertical and end longitudinal shock absorbers of the second series of high-speed railway

Abstract

The invention relates to a collaborative optimization method for the damping coefficient of the vertical and end longitudinal shock absorbers of the secondary series of high-speed railways, and belongs to the technical field of high-speed rail vehicle suspension. The present invention establishes a 6-degree-of-freedom vertical vibration collaborative optimization simulation model of a high-speed rail vehicle, takes track height irregularity as an input excitation, and takes the minimum root-mean-square value of the vibration-weighted acceleration of the vertical motion of the vehicle body as the design goal, and optimizes the design to obtain a high-speed rail Optimum damping coefficients for secondary vertical and body end longitudinal shock absorbers. Through the design example and SIMPACK simulation verification, it can be seen that the method can obtain accurate and reliable damping coefficient values ​​of the secondary vertical shock absorber and the longitudinal shock absorber at the end of the car body, which is the value for the vertical damping of the secondary vertical and longitudinal shock absorbers at the end of the high-speed rail. The design of the damping coefficient of the vibrator provides a reliable design method. Using this method can not only improve the design level of the high-speed rail suspension system, improve the safety and stability of the vehicle, but also reduce the cost of product design and testing, and enhance the international market competitiveness of my country's rail vehicles.

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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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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