高速动车组液压互联减振器与动力学性能研究

段亮; 石怀龙; 宋春元; 林佳志; 陈龙飞; 张耀洵

doi:10.3969/j.issn.0258-2724.20240511

高速动车组液压互联减振器与动力学性能研究

doi: 10.3969/j.issn.0258-2724.20240511

1.
中车长春轨道客车股份有限公司国家轨道客车工程研究中心，吉林长春 130062
2.
西南交通大学轨道交通运载系统全国重点实验室，四川成都 610031
3.
中车青岛四方车辆研究所有限公司，山东青岛 266031

基金项目: 吉林省科技发展计划项目（20220201052GX）；国家自然科学基金项目（52272406，U2268211）；四川省自然科学基金项目（2024NSFSC0003，2025ZNSFSC00342）

详细信息

作者简介:
段亮（1990—），男，高级工程师，博士，研究方向为转向架设计与动力学，E-mail：duanliang_crc@126.com

通讯作者:
石怀龙（1986—），男，副研究员，博士，研究方向为轨道车辆动力学与控制，E-mail：shi@swjtu.edu.cn

中图分类号: U271
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出版历程
- 收稿日期: 2024-10-18
- 修回日期: 2025-02-28
- 网络出版日期: 2025-11-12

Study on Hydraulic Interconnected Damper and Dynamic Performance of High-Speed Electric Multiple Units

1.
National Railway Vehicle Engineering R & D Center, CRRC Changchun Railway Vehicles Co., Ltd., Changchun 130062, China
2.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, China
3.
CRRC Qingdao Sifang Rolling Stock Research Institute Co., Ltd., Qingdao 266031, China

摘要

摘要:
针对高速动车组轴箱内置式转向架抗侧滚刚度不足问题，提出采用液压互联单元替代传统减振器的一系悬挂构型，可在不增加悬挂垂向刚度的前提下提升抗侧滚刚度. 首先，推导油液压力、流量和输出力平衡方程，基于SIMPACK建立车辆系统非线性动力学模型，并通过MATLAB/Simulink建立液压互联单元仿真模型，实现车辆-液压互联单元系统的联合仿真；开展液压互联单元准静态特性测试和整车滚振台架动力学试验，验证了仿真模型的准确性；针对车辆多种运行工况，仿真分析液压互联单元关键参数对车体侧滚角、脱轨系数和平稳性指标的影响规律；开展线路动力学试验，验证车辆通过曲线时动力学性能的改善效果. 研究结果表明：液压互联单元的侧滚刚度明显大于传统液压减振器，车辆曲线通过时车体侧滚角可降低0.5°以上，有利于缩窄动态限界和保障倾覆安全性；线路试验表明，液压互联单元与传统油压减振器两种方案的各项动力学指标相当，通过液压互联单元解决转向架抗侧滚能力不足问题是可行的.
- 高速动车组 /
- 轴箱内置转向架 /
- 液压互联单元 /
- 抗侧滚刚度 /
- 动力学性能 /
- 台架试验 /
- 线路试验
Abstract:
To address the inadequate anti-roll stiffness of the axle box in-board bogies of high-speed electric multiple units (EMUs), a primary suspension configuration was proposed to replace the traditional hydraulic damper with hydraulic interconnected units. The configuration could increase the anti-roll stiffness without increasing the vertical stiffness. Firstly, the equilibrium equations of oil pressure, flow rate, and output force were derived. A nonlinear dynamic model of the vehicle system was established using SIMPACK, and a simulation model of the hydraulic interconnected units was created in MATLAB/Simulink to facilitate co-simulation of the vehicle-hydraulic interconnected unit coupling system. Subsequently, the accuracy of the simulation model was validated based on the quasi-static characteristic test of the hydraulic interconnected units and the dynamic tests of the roller rig of the entire vehicle. The simulation analysis was conducted to ascertain the impact of pivotal parameters associated with the hydraulic interconnected units on the roll angle of the car body, derailment coefficient, and riding index for various operation conditions of vehicles. Finally, the field dynamic tests were conducted to verify the improvement in the dynamic performance of vehicles during curve negotiation. The results have shown that the roll stiffness of the interconnection unit is significantly greater than that of the traditional hydraulic dampers. The roll angle of the car body can be reduced by more than 0.5°, which is conducive to narrowing the dynamic limit and ensuring overturning safety. The field test results demonstrate that the dynamic indexes of hydraulic interconnected units are comparable to those of traditional oil pressure dampers. It is viable to address the issue of inadequate anti-roll capability of axle box in-board bogies by adopting hydraulic interconnected units.
- high-speed electric multiple unit (EMU) /
- axle box in-board bogie /
- hydraulic interconnected unit /
- anti-roll stiffness /
- dynamic performance /
- roller rig test /
- field test

HTML全文

图 1 高速转向架及液压互联单元

Figure 1. High-speed bogie and hydraulic interconnected unit

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图 2 液压互联单元结构示意

Figure 2. Structure of hydraulic interconnected unit

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图 3 液压互联单元台架试验现场

Figure 3. Scene of roller rig tests of hydraulic interconnected unit

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图 4 不同工况下的液压互联单元动态特性曲线

Figure 4. Dynamic characteristic curves of hydraulic interconnected unit in different conditions

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图 5 车辆动力学台架试验照片

Figure 5. Photo of dynamic roller rig tests of vehicle

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图 6 动力学台架试验传感器测点布置

Figure 6. Layout of sensors of dynamic roller rig tests

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图 7 横向稳定性指标的仿真与试验结果

Figure 7. Simulation and test results of lateral stability index

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图 8 运行平稳性指标的仿真与试验结果

Figure 8. Simulation and test results of riding index in operation

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图 9 过超高线路几何设置

Figure 9. Track geometry with excessive superelevation

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图 10 EN14363-2016规定的标准扭曲线路

Figure 10. Twisted track declared in EN14363-2016

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图 11 正常线路几何设置

Figure 11. Geometry settings of normal tracks

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图 12 各关键参数变化对应的垂向平稳性指标峰值

Figure 12. Peak values of vertical riding index corresponding to various key parameters

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图 13 试验线路几何设置

Figure 13. Geometry settings of test tracks

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图 14 车体侧滚角线路实测结果

Figure 14. Measured results of roll angles of car body on track

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图 15 液压互联单元与传统油压减振器两种方案对应的动力学性能指标线路试验结果

Figure 15. Test results of dynamic index on tracks corresponding to hydraulic interconnected unit and traditional damper

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表 1 液压互联减振器台架试验工况

Table 1. Conditions of roller rig tests for hydraulic interconnected dampers

工况	载荷模式	振幅/mm	频率/Hz	速度/（mm·s⁻¹）
A	侧滚	10	0.1	6.3
B	侧滚	20	0.1	12.6
C	侧滚	30	0.1	18.5
D	浮沉	33	0.25	51.8

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表 2 车体侧滚角随系统关键参数变化

Table 2. Changes of roll angles of car body under various key system parameters

关键参数	参数取值	车体侧滚角/（°）
系统油压	常规减振器	1.629
	系统油压 4 MPa	1.291
	系统油压 6 MPa	1.162
	系统油压 8 MPa	1.073
液压缸几何尺寸	常规减振器	1.629
	液压缸 40/活塞杆 25	1.472
	液压缸 60/活塞杆 30	1.351
	液压缸 80/活塞杆 35	1.212
蓄能器容积	常规减振器	1.629
	蓄能器容积 0.25 L	1.036
	蓄能器容积 0.50 L	1.162
	蓄能器容积 0.75 L	1.240
蓄能器初始压力	常规减振器	1.629
	初始压力 1.5 MPa	1.162
	初始压力 2.0 MPa	1.200
	初始压力 2.5 MPa	1.229

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表 3 车体横移量随系统关键参数变化

Table 3. Changes of lateral displacement of car body under various key system parameters

关键参数	参数取值	车体横移量/mm
系统油压	常规减振器	52.57
	系统油压 4 MPa	46.16
	系统油压 6 MPa	45.56
	系统油压 8 MPa	45.14
液压缸几何尺寸	常规减振器	52.57
	液压缸 40/活塞杆 25	47.00
	液压缸 60/活塞杆 30	46.44
	液压缸 80/活塞杆 35	45.79
蓄能器容积	常规减振器	52.57
	蓄能器容积 0.25 L	44.98
	蓄能器容积 0.50 L	45.56
	蓄能器容积 0.75 L	45.92
蓄能器初始压力	常规减振器	52.57
	初始压力 1.5 MPa	45.56
	初始压力 2.0 MPa	45.74
	初始压力 2.5 MPa	45.87

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表 4 车辆脱轨系数随系统关键参数变化

Table 4. Changes of derailment coefficients under various key system parameters

关键参数	参数取值	脱轨系数
系统油压	常规减振器	0.630
	系统油压 4 MPa	0.681
	系统油压 6 MPa	0.703
	系统油压 8 MPa	0.760
液压缸几何尺寸	常规减振器	0.630
	液压缸 40/活塞杆 25	0.646
	液压缸 60/活塞杆 30	0.667
	液压缸 80/活塞杆 35	0.703
蓄能器容积	常规减振器	0.630
	蓄能器容积 0.25 L	0.784
	蓄能器容积 0.5 L	0.721
	蓄能器容积 0.75 L	0.694
蓄能器初始压力	常规减振器	0.630
	初始压力 1.5 MPa	0.721
	初始压力 2.0 MPa	0.707
	初始压力 2.5 MPa	0.698

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