- ISSN 0258-2724
- CN 51-1277/U
- EI Compendex
- Scopus
- Indexed by Core Journals of China, Chinese S&T Journal Citation Reports
- Chinese S&T Journal Citation Reports
- Chinese Science Citation Database
| Citation: | BU Xiumeng, WANG Lidong, LI Qingrong, HU Peng, HAN Yan. Influence Analysis of Vibration Control Parameters for High-Speed Maglev Train-Bridge Coupling[J]. Journal of Southwest Jiaotong University, 2024, 59(4): 848-857, 866. doi: 10.3969/j.issn.0258-2724.20230534
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Improper control parameters of the suspension system of maglev trains may lead to abnormal vibration of the train-bridge system. Therefore, it is important to clarify the relationship between the control parameters of the suspension system and the dynamic response of the maglev train-bridge system. Firstly, the dynamic model of a 5-car maglev train with proportional-differential control, as well as the finite element model of a 20-span simply supported beam bridge was established. Secondly, the correctness of the models was verified by comparing them with the measured results. Finally, the dynamic responses of the train and bridge under different control parameters at 430 km/h were calculated. The results show that increasing the proportional coefficient will increase the stiffness of the suspension and guidance system, and increasing the differential coefficient will increase the damping of the suspension and guidance system. The vertical acceleration of the car body increases with the increase in the proportional and differential coefficients, and the lateral acceleration of the car body increases with the increase in the proportional coefficient. The suspension gap and the vertical acceleration of the bridge decrease with the increase in the proportional coefficient, and they increase with the increase in the differential coefficient. The guidance gap decreases with the increase in the differential coefficient, and the proportional coefficient has little effect on the guidance gap. The lateral acceleration of the bridge decreases with the increase in the proportional coefficient and increases with the increase in the differential coefficient. The vertical acceleration of the bridge is mainly affected by a characteristic frequency of 1–12 times of the length of the suspended electromagnet in the electromagnetic force, and the lateral acceleration of the bridge is mainly affected by the characteristic frequency and frequency of 2 times of the length of the guidance pole, as well as the characteristic frequency of 2 times and 4 times of the length of the guidance electromagnet. In order to reduce the dynamic response of the train-bridge system, it is suggested that the values of vertical proportional and differential coefficients should be 3 000–4 000 and 10–25, respectively, and the values of lateral proportional and differential coefficients should be 4 000–5 000 and 10–25, respectively.
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