Alignment Design of Superconducting Electrodynamic Suspension Turnouts and Optimization of Lateral Crossing Speed
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摘要:
为提升超导电动悬浮列车（EDS）在侧向通过道岔时的速度，本文基于多体动力学理论与运动微分方程，建立超导EDS磁浮列车-道岔耦合动力学模型. 首先，通过分析不同道岔梁长度对车辆动力响应的影响，确定最优道岔梁长度，并设计相应的磁浮单开道岔线形；在此基础上，进一步研究不同侧向过岔速度下的动力学响应特性，明确满足乘客舒适度和行车安全性的侧向过岔速度临界值. 研究表明：较短的道岔梁长度与较低的通过速度可扩大系统稳定区域，减少悬浮和导向间隙波动，提升乘坐舒适度和行车平稳性；列车以100 km/h的速度侧向通过道岔梁长度为8 m的道岔线形，动力响应最佳，满足乘客舒适度要求，侧向过岔速度可达130 km/h，比现有磁浮列车的最高速度提升了85%；随着侧向过岔速度的增加，道岔线形对磁悬浮列车行车安全性和乘坐舒适度的影响愈加显著，车辆动力响应更加明显，侧向安全过岔速度的临界值为150 km/h.
Abstract:To improve the speed of superconducting electrodynamic suspension (EDS) trains when passing through the turnout sideways, a coupled dynamics model for the superconducting EDS train-turnout was established based on multi-body dynamics theory and differential equations of motion. By analyzing the effects of the length of different turnout beams on the vehicle dynamic response, the optimal length of turnout beams was determined, and the corresponding alignment for maglev single-open turnout was designed. The dynamics response characteristics under different lateral crossing speeds were further investigated, and the critical values of lateral crossing speeds satisfying passenger comfort and travelling safety were clarified. The results show that a shorter turnout beam and lower passing speed can expand the stabilized region of the system, reduce the fluctuation of levitation and guide gap, and improve the comfort of passengers and the smoothness of train operation. When the train passes through the turnout line with a turnout beam length of 8 m at a speed of 100 km/h, the dynamic response is optimal, satisfying the comfort of passengers. The lateral crossing speed of the turnout can be up to 130 km/h, which is 85% higher than that of the existing maximum speed of maglev trains. With the increase of the lateral crossing speed, the effect of the turnout line on the safety of maglev train operation and the comfort of passengers becomes more significant, and the vehicle dynamic response is more obvious. The critical value of the lateral safe crossing speed is 150 km/h.
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图 1 超导EDS列车磁轨系统的结构和受力原理
Figure 1. Structure and force principle of magnetic rail system of a superconducting EDS train
图 2 超导EDS列车车体和悬浮架受力示意
Figure 2. Body and levitation frame force of superconducting EDS train
图 4 超导EDS列车-道岔耦合动力学模型
Figure 4. Superconducting EDS train-turnout coupling dynamics model
图 5 超导EDS列车-道岔耦合动力学模型示意
Figure 5. Superconducting EDS train-turnout coupling dynamics model
图 9 不同道岔梁长度下的曲线线形
Figure 9. Curvilinear shape under different lengths of turnout beams
图 11 不同道岔梁长度下车辆系统振动加速度极值对比
Figure 11. Comparison of extreme values of vehicle system vibration acceleration
图 13 不同传感器位置下的悬浮间隙响应
Figure 13. Levitation gap responses at different sensor positions
图 14 不同道岔梁长度下导向间隙变化曲线
Figure 14. Variation curves of guide gap under different lengths of turnout beams
图 15 不同道岔梁长度下悬浮间隙变化曲线
Figure 15. Variation curves of levitation gap under different lengths of turnout beams
图 16 不同侧向过岔速度下车辆系统动力响应
Figure 16. Dynamic responses of vehicle system at different lateral crossing speeds
图 17 不同侧向过岔速度下车辆系统动力响应极值对比
Figure 17. Comparison of extreme values of vehicle system dynamic response at different lateral crossing speeds
表 1 道岔区导轨参数
Table 1. Parameters of guide rail in turnout area
参数 数值 道岔梁长度/m 6,8,10,12 横截面面积/m2 8.576 杨氏模量/MPa 35500 泊松比 0.2 密度/（Kg•m−3） 2500 纵向转动惯量 Ix/m4 0.2044 横向转动惯量 Iy/m4 0.2058 垂直转动惯量 Iz/m4 0.0851 
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表 2 耦合动力学模型参数
Table 2. Parameters of coupling dynamics model
参数 数值 车体长度/m 25000 车体质量/kg 20750 空气弹簧垂向刚度KSZ/（N·m−1） 2.2×105 超导磁体质量/kg 4100 轨道宽度/mm 5740 悬浮架长度/m 6 车体之间连接刚度Kc/（N·m−1） 4.9×105 悬浮架（超导磁体）的弹性刚度Kp （Kb）/（N·m−1） 1.2×105
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