CN112800613B - Railway vehicle on-line monitoring algorithm development system - Google Patents
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Abstract
The invention discloses a railway vehicle on-line monitoring algorithm development system, which comprises a dynamics simulation module, a verification module and a material object calculation module, wherein the dynamics simulation module is used for simulating the dynamics of railway vehicles; the dynamic simulation module comprises a vehicle boundary condition input unit, a vehicle rigid-flexible coupling dynamic model unit and a storage and sending unit which are sequentially connected, the vehicle rigid-flexible coupling dynamic model is further connected with a verification module, the storage and sending unit is connected with a physical calculation module, the physical calculation module comprises an algorithm input unit and a hardware unit, and the hardware unit is respectively connected with the storage and sending unit and the verification module. The invention is based on a semi-physical simulation mode, can verify the reliability of an algorithm and control hardware, and visually displays a calculation result to a user through a liquid crystal display screen. The invention reduces the development cost and difficulty of the online monitoring algorithm and the control hardware and improves the development efficiency.
Description
Technical Field
The invention belongs to the field of railway vehicle monitoring algorithms, and particularly relates to a railway vehicle online monitoring algorithm development system.
Background
In recent years, rail transit has been rapidly developed, and forms of high-speed trains, subways, inter-city railways and the like have been endless. The primary condition of rail transit operation safety is the safety of operating vehicles, and various problems, such as vehicle stability, stability and fatigue reliability of structural components, are inevitable along with the increase of vehicle traveling mileage. Therefore, the requirement for health monitoring of railway vehicles is urgent, and in the current engineering application, various health monitoring devices are put into use, such as a warning system for snake-shaped instability of a bogie, an axle temperature warning system in an axle box and the like.
Algorithms and control hardware are important components in a health monitoring system, but in the actual development process, health monitoring products developed by enterprises need to be strictly examined and reported to be possibly applied to a line for testing, so that the reliability of the algorithms and the control hardware is verified, and the difficulty is caused to many small enterprises. Therefore, it is necessary to reduce the development cost and difficulty of the algorithm and control hardware and improve the development efficiency.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides the railway vehicle online monitoring algorithm development system which solves the problems in the prior art.
In order to achieve the purpose of the invention, the invention adopts the technical scheme that: a railway vehicle online monitoring algorithm development system comprises a dynamics simulation module, a verification module and a material object calculation module;
the dynamic simulation module comprises a vehicle boundary condition input unit, a vehicle rigid-flexible coupling dynamic model unit and a storage and sending unit which are sequentially connected, the vehicle rigid-flexible coupling dynamic model is further connected with a verification module, the storage and sending unit is connected with a physical calculation module, the physical calculation module comprises an algorithm input unit and a hardware unit, and the hardware unit is respectively connected with the storage and sending unit and the verification module.
Further, the vehicle boundary condition input unit is used for inputting vehicle boundary conditions; the vehicle rigid-flexible coupling dynamic model is used for acquiring vehicle component vibration acceleration time domain data, vehicle component dynamic stress time domain data and wheel-rail force time domain data according to vehicle boundary conditions; the storage and sending unit is used for storing vehicle component vibration acceleration time domain data, vehicle component dynamic stress time domain data and wheel-rail force time domain data, and calling the time domain data to send the time domain data to the hardware unit; the algorithm input unit is used for inputting an algorithm to be developed; the hardware unit is used for operating an algorithm according to an input algorithm and time domain data; and the verification module is used for performing off-line analysis on the time domain data and comparing and verifying an analysis result with a result output by the hardware unit.
Further, the specific method for acquiring the time domain data of the vibration acceleration of the vehicle component according to the vehicle boundary condition comprises the following steps:
a1, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and obtaining each order of truncated modal matrix u and truncated modal coordinate matrix q of the flexible body by using modal analysis, wherein the matrix u and the truncated modal coordinate matrix q are as follows:
q＝[q 1 (t),q 2 (t),…,q n (t)] T
a2, obtaining a flexible body deformation vector x (t) at any time t according to the matrix u and the matrix q, wherein the flexible body deformation vector x (t) is as follows:
{x(t)}＝u·q
a3, obtaining vibration acceleration time domain data of the vehicle part by differentiating the flexible body deformation vector x (t);
wherein q is 1 (t),q 2 (t),...,q n (T) each represents a truncated modal coordinate, and T represents transposition;
all represent a 1-n order truncation mode, the superscript of which represents the order and the subscript of which represents the number of degrees of freedom.
Further, the specific method for acquiring the dynamic stress time domain data of the vehicle component according to the vehicle boundary condition comprises the following steps:
b1, based on the vehicle rigid-flexible coupling dynamic model, each order of inertia release mode at the interface node on the elastic body is obtained by applying unit load at the interface node
Comprises the following steps:
B2、according to the mode of inertia release
Obtaining a residual vector of each order
Comprises the following steps:
b3, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and acquiring dynamic stress time domain data sigma of vehicle parts as follows:
wherein the content of the first and second substances,
denotes the j-th modal stress, a jk Correction coefficients representing the inertia release mode and the structural mode, j being 1,2 re ，n re Representing the number of modes selected using modal stress recovery, n all Representing the number of all modes, k all The number of residual modes is represented by,
representing the coordinates of the mode of the j-th order,
representing the residual modal coordinates.
Further, the wheel-rail force time domain data acquired according to the vehicle boundary conditions comprise wheel-rail tangential force and wheel-rail normal force; the wheel-rail tangential force is calculated by adopting a kalker simplification method FASTSIM, and the wheel-rail normal force is obtained by adopting a nonlinear Hertz elastic contact method; the wheel-rail normal force p (t) is specifically:
where G denotes a track contact constant, and δ denotes an elastic compression amount between tracks.
Further, the vehicle rigid-flexible coupling dynamic model is used for identifying time domain data of a flexible structure of the railway vehicle, wherein the flexible structure comprises a flexible wheel pair, a flexible axle box, a flexible steel spring, a flexible framework, a flexible vehicle body, a flexible framework and flexible auxiliary components.
Further, the input algorithm of the algorithm input unit comprises a dynamics monitoring algorithm and a fatigue structure monitoring algorithm, and the dynamics monitoring algorithm is used for monitoring vehicle stability, vehicle stability and vehicle safety; the fatigue structure monitoring algorithm is used for detecting the service life monitoring and the mode detection of the railway vehicle structural component.
Further, the hardware unit is specifically a single chip microcomputer system, and a display screen, an algorithm burning serial port and a time domain data receiving serial port are arranged on the single chip microcomputer system; the display screen is used for displaying the calculation result of the algorithm, the algorithm burning serial port is used for recording the algorithm into the single chip microcomputer, and the time domain data receiving serial port is used for receiving the time domain data in real time.
The invention has the beneficial effects that:
(1) the invention can give full play to the advantages of multiple dynamic simulation working conditions and low cost, and a user can research and develop vehicle online monitoring equipment and an algorithm aiming at specific problems in the aspects of dynamics and structural fatigue.
(2) The invention is based on a semi-physical simulation mode, can verify the reliability of the algorithm and the control hardware, and visually displays the calculation result to a user through the liquid crystal display screen. In addition, the user can also code the algorithm, and perform off-line analysis based on the dynamic simulation output data, so as to verify the accuracy of the algorithm.
(3) The invention reduces the development cost and difficulty of the online monitoring algorithm and the control hardware and improves the development efficiency.
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Fig. 1 is a schematic diagram of a development system of an on-line monitoring algorithm for a railway vehicle according to the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, the development system of the on-line monitoring algorithm of the railway vehicle comprises a dynamics simulation module, a verification module and a material object calculation module;
the dynamic simulation module comprises a vehicle boundary condition input unit, a vehicle rigid-flexible coupling dynamic model unit and a storage and sending unit which are sequentially connected, the vehicle rigid-flexible coupling dynamic model is further connected with a verification module, the storage and sending unit is connected with a physical calculation module, the physical calculation module comprises an algorithm input unit and a hardware unit, and the hardware unit is respectively connected with the storage and sending unit and the verification module.
The vehicle boundary condition input unit is used for inputting vehicle boundary conditions; the vehicle rigid-flexible coupling dynamic model is used for acquiring vehicle component vibration acceleration time domain data, vehicle component dynamic stress time domain data and wheel-rail force time domain data according to vehicle boundary conditions; the storage and sending unit is used for storing vehicle component vibration acceleration time domain data, vehicle component dynamic stress time domain data and wheel-rail force time domain data, and calling the time domain data to send the time domain data to the hardware unit; the algorithm input unit is used for inputting an algorithm to be developed; the hardware unit is used for operating an algorithm according to an input algorithm and time domain data; and the verification module is used for performing off-line analysis on the time domain data and comparing and verifying an analysis result with a result output by the hardware unit.
The specific method for acquiring the time domain data of the vibration acceleration of the vehicle component according to the vehicle boundary conditions comprises the following steps:
a1, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and obtaining each order of an truncated modal matrix u and an truncated modal coordinate matrix q of the flexible body by using modal analysis, wherein the matrix u comprises:
q＝[q 1 (t),q 2 (t),…,q n (t)] T
a2, obtaining a flexible body deformation vector x (t) at any time t according to the matrix u and the matrix q, wherein the flexible body deformation vector x (t) is as follows:
{x(t)}＝u·q
a3, obtaining vibration acceleration time domain data of the vehicle component by differentiating the flexible body deformation vector x (t);
wherein q is 1 (t),q 2 (t),...,q n (T) each represents a truncated modal coordinate, and T represents transposition;
all represent a 1-n order truncation mode, with superscripts indicating the order and subscripts indicating the number of degrees of freedom.
The specific method for acquiring the dynamic stress time domain data of the vehicle component according to the vehicle boundary conditions comprises the following steps:
b1, based on the vehicle rigid-flexible coupling dynamic model, each order of inertia release mode at the interface node on the elastic body is obtained by applying unit load at the interface node
Comprises the following steps:
b2, according to inertial Release modality
Obtaining a residual vector of each order
Comprises the following steps:
b3, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and acquiring dynamic stress time domain data sigma of vehicle parts as follows:
wherein, the first and the second end of the pipe are connected with each other,
denotes the j-th modal stress, a jk Correction coefficients representing the inertia release mode and the structural mode, j being 1,2 re ，n re Representing the number of modes selected using modal stress recovery, n all Representing the number of all modes, k all The number of residual modes is represented by,
representing the coordinates of the mode of the j-th order,
representing the residual modal coordinates.
In this embodiment, only the superposition of a limited number of modalities is considered.
The wheel-rail force time domain data acquired according to the vehicle boundary conditions comprise wheel-rail tangential force and wheel-rail normal force; the wheel-rail tangential force is calculated by adopting a kalker simplification method FASTSIM, and the wheel-rail normal force is obtained by adopting a nonlinear Hertz elastic contact method; the wheel-rail normal force p (t) is specifically:
where G denotes a track contact constant, and δ denotes an elastic compression amount between tracks.
In this example, G is 3.86R -0.115 ×10 -8 m/N 2/3 。
The vehicle rigid-flexible coupling dynamic model is used for identifying time domain data of a railway vehicle flexible structure, and the flexible structure comprises a flexible wheel pair, a flexible axle box, a flexible steel spring, a flexible framework, a flexible vehicle body, a flexible framework and flexible auxiliary components.
The input algorithm of the algorithm input unit comprises a dynamics monitoring algorithm and a fatigue structure monitoring algorithm, and the dynamics monitoring algorithm is used for monitoring the stability, the stationarity and the safety of the vehicle; the fatigue structure monitoring algorithm is used for detecting the service life monitoring and the mode detection of the railway vehicle structural component.
The hardware unit is specifically a single chip microcomputer system, and a display screen, an algorithm burning serial port and a time domain data receiving serial port are arranged on the single chip microcomputer system; the display screen is used for displaying the calculation result of the algorithm, the algorithm burning serial port is used for recording the algorithm into the single chip microcomputer, and the time domain data receiving serial port is used for receiving the time domain data in real time.
The working principle of the invention is as follows: inputting vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model through a vehicle boundary condition input unit, acquiring time domain data, respectively transmitting the time domain data to a storage and transmission unit and a verification module, transmitting an algorithm to be developed to a hardware unit through an algorithm input unit, operating the algorithm to be developed through the hardware unit according to the time domain data, and transmitting an algorithm result to the verification module; performing offline analysis on the time domain data through a verification module, and verifying an algorithm result by using an analysis result; and improving and developing the algorithm according to the verification result.
Example two
A railway vehicle online monitoring algorithm development system comprises a dynamics simulation module, a verification module and a material object calculation module; the dynamic simulation module comprises a vehicle boundary condition input unit, a vehicle rigid-flexible coupling dynamic model unit and a storage and sending unit which are sequentially connected, the vehicle rigid-flexible coupling dynamic model is further connected with a verification module, the storage and sending unit is connected with a physical calculation module, the physical calculation module comprises an algorithm input unit and a hardware unit, and the hardware unit is respectively connected with the storage and sending unit and the verification module.
And calculating specific working conditions aiming at specific problems through a dynamics simulation module, outputting specified physical quantity as data input of a real object calculation module, and further verifying the reliability of an algorithm and control hardware. And verifying the accuracy of the algorithm through a verification module.
1. Dynamics simulation module
The dynamic simulation module is mainly used for establishing a vehicle rigid-flexible coupling dynamic model by adopting multi-body dynamic software aiming at specific engineering problems (such as vehicle stability, stationarity and structural component fatigue), inputting boundary conditions, calculating and storing time domain responses such as vehicle component vibration acceleration, stress and wheel rail force based on the dynamic model, and finally sending data to a Computer Object Model (COM) port of a Personal Computer (PC) through program control.
(1) Input of vehicle boundary conditions
The wheel-rail stress disturbance is mainly considered in the wheel-rail stress disturbance part, and the wheel-rail relation model part comprises mathematical models of wheel tread defects and rail surface irregularity.
The tread state of the wheel is mainly divided into two aspects of the circumferential direction and the transverse direction. Circumferential irregularity, i.e., wheel out-of-round, can be considered as flat-scar scratches, peeling off and chipping, delamination and other forms of long-wave local non-rounding, and wheel full-circumference non-rounding representing polygonal wear of the wheel, which may cause problems of vehicle stability, component fatigue, and the like. The lateral direction primarily takes into account the worn tread profile, which may cause vehicle stability problems due to variations in the equivalent taper.
The rail surface irregularity is mainly considered as long wave irregularity and short wave irregularity, the long wave irregularity is mainly irregularity with a wavelength of more than 1m, and the short wave irregularity is mainly irregularity with a wavelength of less than 1 m. Track irregularities can have a significant impact on the dynamic response of the vehicle.
(2) Vehicle rigid-flexible coupling dynamic model
Vehicle rigid-flexible coupling dynamic model, can consider track flexibility and vehicle structural component flexibility, the structural component includes: flexible wheel sets, flexible axle boxes, flexible steel springs, flexible frames, flexible car bodies, flexible frames and flexible accessory parts (e.g., antenna beams, car body suspension devices), etc., which may also be considered rigid depending on the particular problem.
1) Considering the flexibility of the vehicle structural component, a finite element method can be adopted to carry out discrete processing on the vehicle component, a flexible file is manufactured, and the flexible dynamic deformation of the vehicle component is analyzed based on multi-body dynamics software. For a finite element structure, it can be regarded as a multi-degree-of-freedom system for modeling, and its vibration differential equation is:
in the formula: m, C, K are the mass matrix, damping matrix, stiffness matrix of the vehicle component, respectively; f is an external excitation vector matrix; x is a shape vector and is a vector,
in the form of a velocity vector, the velocity vector,
is an acceleration vector.
2) Considering the flexibility of the rail, the steel rail can be considered as a discrete supported iron-wood Sinko beam model, and the response of the steel rail is calculated by using a modal superposition method. Based on the Ferro-Cisco beam theory, the bending vibration of the steel rail can be expressed by two partial differential equations of translation and interface rotation, and the vibration equations of the transverse, vertical and torsional vibration of the steel rail are as follows in consideration.
Vertical vibration:
and (3) transverse vibration:
torsional vibration of the steel rail:
wherein x is the longitudinal position of the steel rail, and y is the transverse displacement of the steel rail; z is the vertical displacement of the steel rail; phi is a torsion angle of the steel rail; psi y Is the section corner of the steel rail around the y axis; psi z Is the cross section corner of the steel rail around the z axis; f szi Supporting counter force for the ith fulcrum of the track in a vertical direction; f syi Supporting the counter force for the ith fulcrum of the track transversely; f wrzj The wheel track vertical load of the jth wheel; f wryj The transverse wheel track load of the jth wheel is obtained; m si The moment is the track support reaction moment at the ith fulcrum; m Gj J is the moment of the wheel acting on the track; e is the elastic modulus of the steel rail; i is z The moment of inertia of the cross section of the steel rail to the z axis; i is 0 Is the polar moment of inertia of the rail; rho steel rail unit length density; g steel rail shear modulus; torsional rigidity of the GK steel rail; a is the cross-sectional area of the steel rail; kappa type z A vertical shear shape factor of the rail cross section; kappa y A transverse shear shape factor of the rail cross section; δ is the dirac function.
The flexible track model is calculated by adopting a self-programming method. The wheel-rail force is calculated and output based on multi-body dynamics software and is input into a flexible track model, the track model adopts a Zhai method to calculate the response of the steel rail, and then the response is fed back to a vehicle model in the multi-body dynamics software, so that the wheel-rail force is influenced.
(3) Computation of time domain data
When the model is used for offline integral calculation, the model outputs time domain data of a specific physical quantity by adopting an integral algorithm built in dynamic software according to different sampling frequencies. Such as time domain data of vibration acceleration of the vehicle component, time domain data of wheel-rail force and time domain data of dynamic stress of the vehicle component. The output data form is as follows
X Physical quantity —Δt
Wherein X Physical quantity The values of physical quantities such as vibration acceleration, dynamic stress and wheel-rail force of vehicle parts are represented, and Δ t represents time interval, and the calculation formula is as follows
In the formula f Sampling Sampling frequency is adopted for simulating off-line integration.
1) The vibration acceleration calculation method for the vehicle flexible member is as follows:
each order of truncated modal matrix u and truncated modal coordinate matrix q of the flexible body obtained by modal analysis are
q＝[q 1 (t),q 2 (t),…,q n (t)] T
For a linear invariant system, the flexible body deformation vector x (t) at any time t can be written into a matrix according to a modal superposition method
{x(t)}＝u·q
The proportion of the corresponding order dominant mode { u } of each modal coordinate value q in the system reflects the participation degree of the order modal vector to the lower form response { x } forming the physical coordinate. And (5) carrying out derivation on the above formula to obtain vibration acceleration time domain data.
2) The dynamic stress calculation method for the vehicle flexible part is as follows
And aiming at the flexible component, correcting the truncation error of the modal high order by using an inertial release mode based on a modal stress matrix by using a modal stress recovery method, and calculating and analyzing the dynamic stress of the key part. According to the modal stress recovery method, the dynamic stress amplitude at any point on the elastomer can be expressed as:
in the formula: n is re The number of modes selected for the modal stress recovery method,
is the j-th order modal stress,
is the j-th order modal coordinate. To reduce the effect of modal truncation errors, an inertial release modality IRM is considered at each interface degree of freedom. The inertial release IRM is obtained by applying a unit load at the interface node; each mode of inertia release
It can also be represented by a superposition of modalities, as follows:
wherein a is jk Correction coefficients of an inertia release mode and a structural mode; since only the superposition of a limited number of modalities is taken into account in the analysis, the residual vector
Can be expressed as:
the high-order truncation error of modal stress recovery is corrected by a residual vector, and although the high-order truncation error is not an accurate solution, the residual error can be corrected to a great extent, and finally an expression of the stress is obtained:
(4) data storage, transmission
Time domain data output by the offline integration of the dynamics software is stored in a PC (personal computer), and is sent to a COM (component object model) port of the PC at a time interval of sending data to an industrial personal computer by a data collector according to actual operation through program control so as to simulate the data sending frequency of the data collector in actual operation, wherein the data are used as the input of a subsequent real object calculation module.
2. Real object calculating module
The object calculation module comprises two parts, namely an algorithm and control hardware.
1) The algorithm depends on the input of the algorithm input unit
A railway vehicle online monitoring algorithm development system based on semi-physical simulation is mainly used for developing dynamics and structural fatigue monitoring algorithms.
And (4) monitoring algorithm of dynamics. Mainly aims at the problems of vehicle stability, vehicle stability and vehicle safety. The first two problems are mainly calculated based on vibration acceleration data of vehicle components, and the safety problem is mainly calculated based on wheel-rail force time domain data.
And (5) monitoring algorithm of structural fatigue. Mainly aiming at the problems of service life monitoring, modal monitoring and the like of structural components, the method is mainly based on the vibration acceleration and dynamic stress time domain data of the vehicle components to calculate.
2) The control hardware being implemented by means of hardware units
Simulation time domain data output by dynamics software on a PC is received in real time through a first serial port in a hardware unit, the data are stored in batches by a single chip microcomputer, a pre-designed algorithm is processed in real time, a calculation result is output to a liquid crystal display screen through a second serial port, and then the liquid crystal display screen presents the result to a user. The single chip microcomputer can be selected by a user according to actual needs, and the platform can verify the reliability of the algorithm and also verify the reliability of control hardware.
Adopt singlechip module as hardware unit, concrete following advantage:
1. the heat dissipation performance is good, and the power consumption is low. The control hardware in the platform can be directly used for developing products, and the online monitoring process of the products can be long, so that the power consumption of part of the hardware can be small, and the heat dissipation function is good.
2. The receiving data rate is fast, and the communication is stable. Because the sampling frequency of the time domain data is very high and is generally larger than 2000Hz, the control hardware needs to receive a large amount of data per second, the hardware is required to have a high data receiving rate and stable communication, and packet loss is avoided as much as possible, so that the accuracy of the algorithm input data is ensured.
Claims (2)
1. A railway vehicle on-line monitoring algorithm development system is characterized by comprising a dynamics simulation module, a verification module and a material object calculation module;
the dynamic simulation module comprises a vehicle boundary condition input unit, a vehicle rigid-flexible coupling dynamic model unit and a storage and transmission unit which are sequentially connected, the vehicle rigid-flexible coupling dynamic model is further connected with a verification module, the storage and transmission unit is connected with a physical calculation module, the physical calculation module comprises an algorithm input unit and a hardware unit, and the hardware unit is respectively connected with the storage and transmission unit and the verification module;
the vehicle boundary condition input unit is used for inputting vehicle boundary conditions; the vehicle rigid-flexible coupling dynamic model is used for acquiring vehicle component vibration acceleration time domain data, vehicle component dynamic stress time domain data and wheel-rail force time domain data according to vehicle boundary conditions; the storage and sending unit is used for storing the vibration acceleration time domain data of the vehicle part, the dynamic stress time domain data of the vehicle part and the wheel-rail force time domain data, calling the time domain data and sending the time domain data to the hardware unit; the algorithm input unit is used for inputting an algorithm to be developed; the hardware unit is used for operating an algorithm according to an input algorithm and time domain data; the verification module is used for performing off-line analysis on the time domain data and comparing and verifying an analysis result with a result output by the hardware unit;
the specific method for acquiring the time domain data of the vibration acceleration of the vehicle component according to the vehicle boundary conditions comprises the following steps:
a1, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and obtaining each order of an truncated modal matrix u and an truncated modal coordinate matrix q of the flexible body by using modal analysis, wherein the matrix u comprises:
q＝[q 1 (t),q 2 (t),…,q n (t)] T
a2, obtaining a flexible body deformation vector x (t) at any time t according to the matrix u and the matrix q, wherein the flexible body deformation vector x (t) is as follows:
{x(t)}＝u·q
a3, obtaining vibration acceleration time domain data of the vehicle component by differentiating the flexible body deformation vector x (t);
wherein q is 1 (t),q 2 (t),...,q n (T) each represents a truncated modal coordinate, and T represents transposition;
all represent 1-n order truncation modes, the superscripts of which represent orders, and the subscripts of which represent degree of freedom numbers;
the specific method for acquiring the dynamic stress time domain data of the vehicle component according to the vehicle boundary conditions comprises the following steps:
b1, based on the vehicle rigid-flexible coupling dynamic model, each order of inertia release mode at the interface node on the elastic body is obtained by applying unit load at the interface node
Comprises the following steps:
b2, according to inertial Release modality
Obtaining a residual vector of each order
Comprises the following steps:
b3, inputting the vehicle boundary conditions into a vehicle rigid-flexible coupling dynamic model, and acquiring dynamic stress time domain data sigma of vehicle parts as follows:
wherein the content of the first and second substances,
denotes the j-th modal stress, a jk Correction coefficients representing the inertia release mode and the structural mode, j being 1,2 re ，n re Representing the number of modes selected using modal stress recovery, n all Representing the number of all modes, k all The number of residual modes is represented by,
representing the coordinates of the mode of the j-th order,
representing residual modal coordinates;
the wheel-rail force time domain data acquired according to the vehicle boundary conditions comprise wheel-rail tangential force and wheel-rail normal force; the wheel-rail tangential force is calculated by adopting a kalker simplification method FASTSIM, and the wheel-rail normal force is obtained by adopting a nonlinear Hertz elastic contact method; the wheel-rail normal force p (t) is specifically:
wherein G represents a wheel-rail contact constant, and δ represents an elastic compression amount between wheel rails;
the vehicle rigid-flexible coupling dynamic model is used for identifying time domain data of a flexible structure of a railway vehicle, and the flexible structure comprises a flexible wheel pair, a flexible axle box, a flexible steel spring, a flexible framework, a flexible vehicle body, a flexible framework and flexible auxiliary components;
the input algorithm of the algorithm input unit comprises a dynamics monitoring algorithm and a fatigue structure monitoring algorithm, and the dynamics monitoring algorithm is used for monitoring the stability, the stationarity and the safety of the vehicle; the fatigue structure monitoring algorithm is used for detecting the service life monitoring and the mode detection of the railway vehicle structural component.
2. The railway vehicle online monitoring algorithm development system according to claim 1, wherein the hardware unit is specifically a single chip microcomputer system, and a display screen, an algorithm burning serial port and a time domain data receiving serial port are arranged on the single chip microcomputer system; the display screen is used for displaying the calculation result of the algorithm, the algorithm burning serial port is used for recording the algorithm into the single chip microcomputer, and the time domain data receiving serial port is used for receiving the time domain data in real time.
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