磁浮列车静悬浮车轨耦合振动对比分析

doi:10.3969/j.issn.0258-2724.20170891

基金项目:国家自然科学基金面上项目（51875483）；四川省重点研发项目（2018GZ0054、2018GZ0056）；四川省科技计划项目（2018RZ0132）

详细信息

作者简介:
汪科任（1987—），男，博士研究生，研究方向为磁浮列车系统动力学及控制，E-mail：13679063616@163.com

通讯作者:
马卫华（1979—），男，副研究员，博士，研究方向为磁浮列车系统动力学，E-mail：mwh@swjtu.cn

中图分类号:U292.9；TH113.1
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- 被引次数:0
出版历程
- 收稿日期:2017-12-21
- 修回日期:2018-03-28
- 网络出版日期:2018-09-14
- 刊出日期:2020-04-01

Vehicle-Guideway Coupling Vibration Comparative Analysis for Maglev Vehicles While Standing Still

摘要

摘要:为研究二系悬挂中置与端置的两种三悬浮架低速磁浮列车的车轨耦合振动特性，依据牛顿第二定律建立了其垂向车轨耦合动力学模型. 首先通过动力学方程分别分析了两种磁浮列车车体和悬浮架之间的耦合关系，然后研究了两种磁浮列车悬浮架均存在0.09° 的初始角位移时的动力学特性，最后研究了两种磁浮列车中二系悬挂对悬浮架作功的差异. 研究结果表明：与二系悬挂端置的磁浮列车相比，二系悬挂中置的磁浮列车，车体与悬浮架之间的耦合关系更少；当两种磁浮列车悬浮架均存在0.09° 的初始角位移时，采用二系悬挂中置的磁浮列车与采用二系悬挂端置的磁浮列车相比，前者具有更小的车体位移、车体垂向振动加速度、轨道梁振动位移和悬浮间隙波动；以上4个参数前者最大值分别为0.005 mm、0.004 m/s ²、0.004 mm和0.005 mm；而后者最大值分别为0.023 mm、0.02 m/s ²、0.021 mm和0.02 mm；与二系悬挂端置的磁浮列车相比，二系悬挂中置的磁浮列车，其二系空气弹簧对悬浮架作功更小，仅为前者的50%.
- 磁浮列车/
- 二系悬挂/
- 车轨耦合系统/
- 对比分析/
- 做功
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/s ², 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/s ², 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.
- maglev vehicle/
- secondary suspension/
- vehicle-guideway coupling system/
- comparative analysis/
- work done

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图 1车轨耦合模型

Figure 1.Vehicle-guideway coupling model

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图 2双环控制原理

Figure 2.Double loop control schematic diagram

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图 3车体位移

Figure 3.Carbody displacement

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图 4车体振动加速度

Figure 4.Carbody vibration acceleration

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图 5悬浮间隙

Figure 5.Levitation frame

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图 6轨道梁位移

Figure 6.Track beam displacement

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图 7轨道梁振动加速度

Figure 7.Track beam vibration acceleration

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图 8受力对比

Figure 8.Force compared

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图 9悬浮电流

Figure 9.Levitation current

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表 1系统参数

Table 1.System parameters

物理量	数值	物理量	数值
M/kg	11 800	k/（kN•m⁻¹）	50
m₁～m₃/kg	1 800	l/m	24
A_m/m²	0.021	c/（kN•s•m⁻¹）	100
N	365	u₀	1.256 × 10⁻⁶
EI（/N•m⁻¹）	19.39 × 10⁹	ρ/（kg•m⁻¹）	2 200

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