桥梁柔性对中低速磁浮车辆平曲线通过的影响

李苗; 尚贤洪; 李铁; 陈晓昊; 罗世辉; 马卫华; 雷成

doi:10.3969/j.issn.0258-2724.20210872

桥梁柔性对中低速磁浮车辆平曲线通过的影响

doi: 10.3969/j.issn.0258-2724.20210872

李苗^1,,
尚贤洪¹,
李铁^{1, 2},
陈晓昊¹,
罗世辉¹,
马卫华^1, ,,
雷成³

1.
西南交通大学牵引动力国家重点实验室，四川成都 610031
2.
中车大连机车车辆有限公司，辽宁大连 116022
3.
郑州铁路职业技术学院河南省轨道交通智能安全工程技术研究中心，河南郑州 451460

基金项目: 国家自然科学基金（51875483，52102442）

详细信息

作者简介:
李苗（1991—），男，博士研究生，研究方向为常导磁浮车辆系统动力学，E-mail：limiao_0915@hotmail.com

通讯作者:
马卫华（1979—），男，研究员，研究方向为磁浮列车悬浮架设计、磁浮列车系统动力学，E-mail：mwh@swjtu.edu.cn

中图分类号: U237
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- 文章访问数: 283
- HTML全文浏览量: 114
- PDF下载量: 14
- 被引次数: 0
出版历程
- 收稿日期: 2021-11-08
- 修回日期: 2022-02-07
- 刊出日期: 2022-03-05

Influence of Bridge Flexibility on Horizontal Curve Passing of Medium-Low-Speed Maglev Vehicles

LI Miao^1
,,
SHANG Xianhong¹,
LI Tie^{1, 2},
CHEN Xiaohao¹,
LUO Shihui¹,
MA Weihua^{1
, ,},
LEI Cheng³

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China
2.
CRRC Dalian Locomotive and Rolling Stock Co., Ltd., Dalian 116022, China
3.
Henan Engineering Research Center of Rail Transit Intelligent Security, Zhengzhou Railway Vocational & Technical College, Zhengzhou 451460, China

摘要

摘要:
为研究桥梁柔性对中低速磁浮车辆在曲线半径为70.0 m的平曲线上运行时的动态响应影响，对通过柔性桥梁和刚性轨道时的车辆动态响应开展了对比分析. 首先，建立了122个自由度的车辆空间动力学模型，模型中考虑了具有主动悬浮与被动导向特性的二维磁轨关系；其次，利用三维铁木辛柯梁参数化建模方法，建立了由柔性桥梁组成的平曲线有限元模型；最后，通过悬浮力的联系形成了车辆-曲线桥梁系统刚柔耦合动力学模型. 研究结果表明：17.0 m跨径的圆曲线桥梁的自振特性和动位移响应满足相关标准要求；与车辆通过刚性轨道相比，柔性桥梁作用下的车辆系统动态响应更为剧烈，这种差异在车辆系统的横向动态响应上体现明显，而悬浮间隙和车体垂向加速度的响应差异较小，考虑刚性轨道时将高估车辆的曲线通过能力；柔性桥梁和刚性轨道两种模型计算得到的电磁铁最大横向位移不超过6.0 mm，悬浮间隙可在额定值的 ± 4.0 mm内波动，表明在开展对比计算的工况下车辆具有良好的曲线通过性能.
- 中低速磁浮车辆 /
- 曲线通过 /
- 桥梁 /
- 悬浮控制 /
- 动态响应
Abstract:
In order to study the effect of bridge flexibility on the dynamic response of medium-low-speed maglev vehicles running on a horizontal curve with a curve radius of 70.0 m, a comparative analysis of the vehicle dynamic response through a flexible bridge and a rigid track is carried out. Firstly, a spatial dynamics vehicle model with 122 degrees of freedom is established, and the two-dimensional magnet/rail relationship with active levitation and passive guidance characteristics is considered in the model. Secondly, a horizontal curve finite element model consisting of flexible bridges is developed by using a parametric modeling method of three-dimensional Timosheko beam. Finally, the rigid-flexible coupled dynamic model of the vehicle-curve bridge system is constructed with the connection of levitation forces. The results show that, the self-oscillation characteristics and dynamic displacement response of the 17.0 m span circular-curve bridge meet the requirements of relevant standards. Compared with the case of a vehicle passing the rigid track, the dynamic response of the vehicle system under the influence of the flexible bridge is more drastic, and evident in the lateral dynamic response of the vehicle system, while the difference in the response of the levitation gap and the vertical acceleration of the car body is smaller, and the curve passing ability of the vehicle will be overestimated in the case of the rigid track. The maximum lateral displacement of the electromagnet calculated with the flexible bridge and rigid track models does not exceed 6.0 mm, and the levitation gap fluctuates within ±4.0 mm of the rated value, indicating that the vehicle has a good curve passing performance in the comparison analysis.
- medium-low-speed maglev vehicles /
- curve passing /
- bridge /
- levitation control /
- dynamic response

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图 1 （悬挂）中置式悬浮架

Figure 1. Levitation frame with mid-set air spring (suspension)

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图 2 车辆拓扑关系

Figure 2. Topological relationships of vehicle

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图 3 控制逻辑框图

Figure 3. Block diagram of control logic

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图 4 柔性桥梁组成及圆曲线桥梁模态

Figure 4. Composition of flexible bridge and modal of circle curved bridge

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图 5 可视化的车辆-曲线桥梁耦合系统动力学模型

Figure 5. Visualized dynamic model of vehicle-curve bridge coupled system

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图 6 轨道不平顺

Figure 6. Track irregularity

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图 7 圆曲线桥梁跨中的动态响应

Figure 7. Dynamic response of mid-span at circular-curve bridge

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图 8 电磁铁动态响应

Figure 8. Dynamic response of electromagnet

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图 9 移动滑台和空气弹簧的横向位移

Figure 9. Lateral displacement of sliding table and air spring

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图 10 车体振动加速度

Figure 10. Vibration acceleration of car body

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表 1 车辆系统自由度

Table 1. Degrees of freedom of vehicle system

部件	纵向	横向	垂向	侧滚	点头	摇头	备注
悬浮模块	x_lj	y_lj	z_lj	α_lj	β_lj	γ_lj	j = 1~10
防侧滚梁						γ_aj	j = 1~10
吊杆				α_hj	β_hj		j = 1~10
车体	x_c	y_c	z_c	α_c	β_c	γ_c
移动滑台		y_sj					j = 1~6
牵引杆					β_tj	γ_tj	j = 1~10

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表 2 主要计算参数

Table 2. Main calculation parameters

名称	数值
车体质量/kg	17 010
车体绕 x/y/z 轴的转动惯量/（kg•m²）	19 972/349411/351664
悬浮模块质量/kg	1225
悬浮模块绕 x/y/z 轴的转动惯量/（kg•m²）	72/914/908
防侧滚梁质量/kg	27.5
防侧滚梁绕 x/y/z 轴的转动惯量/（kg•m²）	2.28/0.12/2.23
悬浮模块左右中心距/mm	1900
空气弹簧水平刚度/（N•m⁻¹）	1.45 × 10⁵
空气弹簧垂向刚度/（N•m⁻¹）	1.6 × 10⁵

下载: 导出CSV

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