中低速磁悬浮车体结构设计及优化
摘要
中低速磁悬浮列车因其乘座舒适、转弯半径小、安全不会脱轨、易于维护及绿色环保等优点,受到越来越广泛的关注。日本已经建成了中低速磁悬浮山梨示范线并投入商业运营,我国西南交通大学、国防科技大学和中科院电科所均研制出了工程样车,并积极将这些研究成果推广为商业应用,北京中低速磁浮交通S1号线已经开工建设,预计2015年开通试运营。
中低速磁悬浮列车有着自身的特点,车辆的导向,驱动和制动等与现有的轮轨车辆完全不同；因此,悬浮车辆的车体结构设计载荷也与现有的轮轨车辆不同,车体结构设计应依据实际运行状况采用合理的设计载荷。本文依据磁悬浮列车的实际运行状况并比较了TB/T1335-1996, BS EN12663:2000, JIS E 7106:2006关于车体载荷的说明,阐述了中低速磁悬浮列车车体结构的设计载荷,其中包括车体垂向静载荷、垂向动载荷、扭转载荷和纵向载荷产生的原因及大小,并依据这些载荷确定了中低速磁悬浮列车车体结构的考核工况。
为了在车体结构设计之初确定各部件的主要承载位置,及为设计提供思路,本文根据中低速磁悬浮列车的基本参数以及对车体结构的基本要求,运用三维设计软件和结构分析软件建立了车体结构的拓扑优化模型,并采用静态单工况刚度优化方法,比较了车体结构拓扑优化各参数的选取,然后对车体结构采用了多工况静动态拓扑优化方法,得出车体结构的概念模型。
运用拓扑优化结果,对中低速磁悬浮列车车体底架、端墙、侧墙、车顶进行了详细的结构设计,为了提高整车的刚度和便于车下设备的安装,底架结构采用了横向滑台与中梁的形式,详细结构设计完成之后,再次建立了车体结构的有限元模型,并对车体结构进行了静强度分析和尺寸优化,使车体结构重量由原来的4.13吨减少到3.09吨,减重率达到25.18%,车体结构仍能满足强度要求。
Low-speed maglev trains have many advantages including riding comfortable, small turning radius, safety and don't worry about derailed, easy maintenance and environmental friendly etc, it is paid more and more attention. Yamanashi low-speed maglev train test line have been built in Japan and put in commercial operation. Engineering prototype vehicles have been manufactured respectively by Southwest Jiaotong University, National Defense University and Electrical Research Institute of Chinese Sciences Academy. They are promoting these research results into commercial applications positively. Beijing low-speed maglev line s1 has been constructed and put into trial operation in 2015.
Low-speed maglev trains have its characteristics. Vehicles guiding, driving and braking systems are different from the existing wheel track vehicles.Therefore, the design loads of the vehicle is also different from the track vehicles, and car body structure design should be based on its actually operating conditions with reasonable design loads. This paper illustrated the design loads of Low-speed maglev vehicles including static vertical load, dynamic vertical load, torsion load and longitudinal load and compared these loads with the standards of TB/T1335-1996,BS EN12663:2000, JIS E 7106:2006.and determined the designed cases based on these loads to the structure of the low-speed maglev train body.
In order to determine the main load supporting locations of car body at the beginning design and provide conceptual model for the designer, a topology optimization model was established reference the basic parameters using three-dimensional design software and the finite element analysis software. Exploring single and static stiffness case compared the topology optimization parameters how to choose and how to influence the optimization results. Finally, a conceptual model was obtained exploring multiple static and dynamic topology optimizations.
The car body under frame, end walls, side walls and roof structure were designed in details referencing the topology optimization results. In order to improve the vehicle rigidity and convenient to install equipments, the under frame was designed as the horizontal slider and the middle beam structure. A finite element model was established again after the detailed design. Using the finite model completed the static strength analysis and size optimization. The weight of car body structure reduce from 4.13 tons to 3.09 tons and weight loss ratio up to 25.18%. Car body structure can also meet the strength requirements.
中低速磁悬浮列车有着自身的特点,车辆的导向,驱动和制动等与现有的轮轨车辆完全不同；因此,悬浮车辆的车体结构设计载荷也与现有的轮轨车辆不同,车体结构设计应依据实际运行状况采用合理的设计载荷。本文依据磁悬浮列车的实际运行状况并比较了TB/T1335-1996, BS EN12663:2000, JIS E 7106:2006关于车体载荷的说明,阐述了中低速磁悬浮列车车体结构的设计载荷,其中包括车体垂向静载荷、垂向动载荷、扭转载荷和纵向载荷产生的原因及大小,并依据这些载荷确定了中低速磁悬浮列车车体结构的考核工况。
为了在车体结构设计之初确定各部件的主要承载位置,及为设计提供思路,本文根据中低速磁悬浮列车的基本参数以及对车体结构的基本要求,运用三维设计软件和结构分析软件建立了车体结构的拓扑优化模型,并采用静态单工况刚度优化方法,比较了车体结构拓扑优化各参数的选取,然后对车体结构采用了多工况静动态拓扑优化方法,得出车体结构的概念模型。
运用拓扑优化结果,对中低速磁悬浮列车车体底架、端墙、侧墙、车顶进行了详细的结构设计,为了提高整车的刚度和便于车下设备的安装,底架结构采用了横向滑台与中梁的形式,详细结构设计完成之后,再次建立了车体结构的有限元模型,并对车体结构进行了静强度分析和尺寸优化,使车体结构重量由原来的4.13吨减少到3.09吨,减重率达到25.18%,车体结构仍能满足强度要求。
Low-speed maglev trains have many advantages including riding comfortable, small turning radius, safety and don't worry about derailed, easy maintenance and environmental friendly etc, it is paid more and more attention. Yamanashi low-speed maglev train test line have been built in Japan and put in commercial operation. Engineering prototype vehicles have been manufactured respectively by Southwest Jiaotong University, National Defense University and Electrical Research Institute of Chinese Sciences Academy. They are promoting these research results into commercial applications positively. Beijing low-speed maglev line s1 has been constructed and put into trial operation in 2015.
Low-speed maglev trains have its characteristics. Vehicles guiding, driving and braking systems are different from the existing wheel track vehicles.Therefore, the design loads of the vehicle is also different from the track vehicles, and car body structure design should be based on its actually operating conditions with reasonable design loads. This paper illustrated the design loads of Low-speed maglev vehicles including static vertical load, dynamic vertical load, torsion load and longitudinal load and compared these loads with the standards of TB/T1335-1996,BS EN12663:2000, JIS E 7106:2006.and determined the designed cases based on these loads to the structure of the low-speed maglev train body.
In order to determine the main load supporting locations of car body at the beginning design and provide conceptual model for the designer, a topology optimization model was established reference the basic parameters using three-dimensional design software and the finite element analysis software. Exploring single and static stiffness case compared the topology optimization parameters how to choose and how to influence the optimization results. Finally, a conceptual model was obtained exploring multiple static and dynamic topology optimizations.
The car body under frame, end walls, side walls and roof structure were designed in details referencing the topology optimization results. In order to improve the vehicle rigidity and convenient to install equipments, the under frame was designed as the horizontal slider and the middle beam structure. A finite element model was established again after the detailed design. Using the finite model completed the static strength analysis and size optimization. The weight of car body structure reduce from 4.13 tons to 3.09 tons and weight loss ratio up to 25.18%. Car body structure can also meet the strength requirements.
引文
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[22]苏胜伟.基于Optistruct拓扑优化的应用研究[D].哈尔滨工程大学硕士学位论文,2008
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[24]扶原放,金达锋,乔蔚炜.多工况下微型电动车车身结构拓扑优化设计[J].机械设计2010,27(2)：77-80
[25]Martin P. Bendsφe and Ole Sigmund. Topology Optimization:Theory, Methods and Applications[M].Springer Verlag, Berlin Heidelberg,2003
[26]佟维,刘晓雪.高速动车组铝合金车体结构优化策略[J].计算力学学报2009,26(3)424-427
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[29]Bruggi,Matteo,Cinquini,Carlo.Topology optimization of multi-loaded structures with mixed finite elements[J]. Advances in Structural Engineering,2007,10(6):663-679
[30]鲍佳.磁浮列车悬浮控制与动力学仿真[D].西南交通大学硕士学位论文,2003
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