• ISSN 0258-2724
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Volume 56 Issue 6
Dec.  2021
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Journal of Southwest Jiaotong University  > 2021  >  56(6): 1298-1304.
YAO Yuan, CHEN Xiangwang, LI Guang, ZHANG Zhenxian. Multi-objective Optimization of Yaw Damper Parameters for High-Speed Train[J]. Journal of Southwest Jiaotong University, 2021, 56(6): 1298-1304. doi: 10.3969/j.issn.0258-2724.20200016
Citation: YAO Yuan, CHEN Xiangwang, LI Guang, ZHANG Zhenxian. Multi-objective Optimization of Yaw Damper Parameters for High-Speed Train[J]. Journal of Southwest Jiaotong University, 2021, 56(6): 1298-1304. doi: 10.3969/j.issn.0258-2724.20200016
shu

Multi-objective Optimization of Yaw Damper Parameters for High-Speed Train

doi: 10.3969/j.issn.0258-2724.20200016
  • 1.

    State Key Laboratory of Traction Power，Southwest Jiaotong University，Chengdu 610031，China

  • 2.

    CRRC Qingdao Sifang Locomotive and Rolling Stock Co.，Ltd.，Qingdao 266111，China

  • Received Date: 11 Feb 2020
  • Rev Recd Date: 29 May 2020
    • Available Online: 07 Jul 2020
  • Publish Date: 07 Jul 2020
    Abstract

  • In order to study the parameter matching law of yaw damper for the lateral stability of high-speed trains under different wheel-rail contact conditions, a simplified model of vehicle lateral dynamics was established aiming at the typical parameters of high-speed trains operating in China. Considering the lateral stability of vehicles under the high or low wheel-rail contact conicity states respectively, the multi-objective optimization method was used to optimize the stiffness and damping parameters of yaw damper, and the influencing factors of the optimal parameters of yaw damper were analyzed as well. The results show that the optimal damping value of yaw damper mainly depends on the lateral damping of the secondary suspension, and two types of damping value selection for yaw damper are obtained. That is, when the secondary lateral damping is small, a small damping value of 600−1 000 kN•s•m−1 in one side of bogie should be selected. On the contrary, the yaw damper greater than 4 000 kN•s•m−1 should match the vehicle adopting a large secondary lateral damping. The stiffness of yaw damper significantly affects the stability of vehicles in different wheel-rail contact states. A smaller stiffness is conductive to the lateral stability of vehicles in low conicity wheel-rail contact state, and vice versa.

     

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