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Volume 55 Issue 2
Mar.  2020
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Article Contents
Journal of Southwest Jiaotong University  > 2020  >  55(2): 282-289.
WANG Keren, LUO Shihui, MA Weihua, CHEN Xiaohao, ZOU Ruiming. Vehicle-Guideway Coupling Vibration Comparative Analysis for Maglev Vehicles While Standing Still[J]. Journal of Southwest Jiaotong University, 2020, 55(2): 282-289. doi: 10.3969/j.issn.0258-2724.20170891
Citation: WANG Keren, LUO Shihui, MA Weihua, CHEN Xiaohao, ZOU Ruiming. Vehicle-Guideway Coupling Vibration Comparative Analysis for Maglev Vehicles While Standing Still[J]. Journal of Southwest Jiaotong University, 2020, 55(2): 282-289. doi: 10.3969/j.issn.0258-2724.20170891
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Vehicle-Guideway Coupling Vibration Comparative Analysis for Maglev Vehicles While Standing Still

doi: 10.3969/j.issn.0258-2724.20170891
  • Received Date: 21 Dec 2017
  • Rev Recd Date: 28 Mar 2018
    • Available Online: 14 Sep 2018
  • Publish Date: 01 Apr 2020
    Abstract
  • In order to study the vehicle-guideway coupling vibration characteristics of the two kinds of low-speed maglev trains with three suspension frame and the second suspension installed in the end and middle of the suspension frame respectively, the vertical vehicle-guideway coupling vibration dynamic model was established according to Newton’s second law. Firstly, the coupling relationship between the vehicle body and the suspension frame of the two kinds of maglev trains was analyzed through the dynamic equation, then the dynamic characteristics of the two kinds of maglev trains were studied respectively when the initial angular displacement of 0.09 degrees was existed, and finally the difference of the work of the second suspension on the suspension frame of the two kinds of maglev trains was studied, respectively. The results show that compared with the maglev train with the secondary suspension installed at the end of the suspension frame, the maglev train with the secondary suspension installed at the middle of the suspension frame has less coupling between the vehicle body and the suspension frame. When there is an initial angular displacement of 0.09 degree in the suspension frames of the two kinds of maglev trains, the maglev train with the secondary suspension installed at the middle of the suspension frame has smaller vehicle body displacement, vertical vibration acceleration of the vehicle body, vibration displacement of the track beam and suspension gap fluctuation compared with the maglev train with the secondary suspension installed at the end of the suspension frame. The maximum value of vehicle body displacement, vertical vibration acceleration of the vehicle body, vibration displacement of the track beam and suspension gap fluctuation of the maglev train with the secondary suspension installed at the middle of the suspension frame is about 0.005 mm, 0.004 m/s2, 0.004 mm and 0.005 mm respectively, and the maglev train with the secondary suspension installed at the end of the suspension frame is about 0.023 mm, 0.02 m/s2, 0.021 mm and 0.02 mm respectively. Compared with the maglev train with the secondary suspension installed at the end of the suspension frame, the maglev train with the secondary suspension installed at the middle of the suspension frame has less work of the secondary air spring on the suspension frame, only 50% of the former.

     

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