出口地铁车辆动力学性能分析
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摘要
本文所研究的某出口地铁车辆具有如下特点:新的轮轨关系(UIC-OURE/54);既有线路提速120km/h;空重比较为悬殊(空载22.5t、定员39.3t、最大拥挤载荷46t);线路复杂(最大坡度50‰,小半径S型曲线)。由于轮对蛇行极限环分叉理论在工程应用上存在不足之处,采用了线性临界速度分析方法来进行参数敏感性分析并提出了既有线路提速优化方案。在空簧装车特性试验对比基础上,提出了一种一列多车舒适性评价方法,进而将车厢之间作用也作为舒适性的影响因素之一。由于现有的动态限界计算公式是基于钢簧给出的,应用动态仿真方法对比了有/无抗侧滚扭力杆两种方案。
利用如下模板模型所建立的子系统组装了整车和车组模型:(动力/拖动)转向架;(端车/中间车)车体。轮轨匹配计算对比表明:UIC-ORE/554匹配不很理想,为此,利用了线性临界速度分析方法。首先,通过参数敏感性分析确定了轮对纵横向定位刚度是影响临界速度的两个重要因素;其次,在对轮轨动力作用、轮轨磨耗和舒适性指标进行权衡后,制定了既有线路提速优化方案。因为空簧装车特性和车厢之间作用是舒适性评价的两个重要影响因素,所以,在整车模型虚拟环境下测得了空簧装车特性,试验台特性对比表明:两者的频域特征相互吻合。为了满足提速后的舒适性要求,对空簧悬挂参数进行敏感性分析并得到减振性能最佳的空簧悬挂。针对抗侧滚扭力杆的利与弊,提出了弹性抗侧滚扭力杆改进方案,方案兼顾了空簧高度控制的位移滞后特性和抗侧滚等效刚度,效果显著。在体现出口地铁车辆服役线路特征的复杂线路仿真中,轮轨安全性和动态限界等指标得到进一步验证。
本文在某出口地铁车辆动力学性能分析中得到了如下成果:(1)在轮轨匹配计算对比基础上,利用线性临界速度分析法提出了满足既有线路提速120km/h要求的轮对定位刚度优化方案;(2)一列多车舒适性评价方法不仅是以正确的空簧装车特性作为评价依据,而且也考虑了在不同载荷车厢之间的作用;(3)弹性抗侧滚扭力杆改进方案是考虑出口车辆服役轨道不平顺的不可预见性(如扭曲不平顺)而提出的,兼顾了动态限界和舒适性要求。
The exported tram vehicle studied in this paper has the following characteristics: new rail/wheel Contact (UIC-OURE/54); increasing speed to 120km/h on existing railway lines; the tare and laden are very far apart (i.e., tare 22.5t, normal load 39.3t, overload 46t). complex railway-line conditions (i.e., max. degree of slope 50‰, S type curve of small radius). Because the application of bifurcation theory to wheelset limit cycles of hunting motion is not effective enough for engineering problems, linear critical speed analysis method was used in parameter sensitivity analysis and the optimized plan of increasing speed on exist railway line was figured out. Based on the mounted-characteristics of airspring, which are measured in virtual situation and compared with the airspring testrig curve, a comfort evaluation methodology of multi-vehicle trainset was presented, in which interaction between vehicles is therefore considered in comfort analysis. Since dynamical gauge calculation is formulated based on steel spring at present, the dynamical simulation method was used to compare the bogie designs to determine whether anti-roll torsion bar is used.
The full vehicle and multi-vehicle trainset are composed from the subsystems built by following templates: (motor/trailer) bogie; (ending vehicle/middle vehicle) carbody. Since UIC-ORE/554 does not match well, which is proved by wheel-rail match calculation and contrast, linear critical speed method is adopted. The conclusion was found out, first of all, by parameter sensitivity analysis that longitudinal and lateral wheelset-locating-stiffness are two important factors to critical speed. Then the optimum scheme of increasing speed plan on existing railway lines is presented after trading off the following factors: wheel/rail dynamic interaction, wheel/rail wear and comfort index. Because the dynamical characteristics of airspring and interaction between vehicles are two important factors in railway vehicle comfort evaluation, the mounted-characteristics of airspring are measured in the virtual environment of full vehicle model, and the comparison with the airspring testrig curve shows that both of them have similar frequency-domain features. To meet the comfort requirements after increasing-speed, the optimized damping-performance airspring-suspension is acquired after airspring parameter sensitivity analysis. In allusion to beneficial and harmful effects caused by anti-roll torsion bar, the improved-plan of flexible-connected anti-roll torsion bar is proposed, in which the feature of displacement-lag of airspring high control and anti-roll equivalent stiffness are both considered, its effects are very significant. The indexes related to Wheel-rail derailment safety and dynamical gauge are verified further in complex-line simulation which represents the characteristics of the exported tram vehicle-served railway lines.
The following results were acquired by analyzing the exported tram vehicle dynamics performance in this paper: (1) linear critical speed analysis method is applied to achieve the optimum wheel-locating-stiffness plan of increasing speed to 120km/h on existing railway lines; (2) a comfort evaluation methodology of multi-vehicle trainset is not only based on the correct airspring characteristics, but also considered interaction between different-loaded vehicles; (3) due to the unpredictability of rail irregularity in the exported tram vehicle-served railway lines, the improved plan of flexible connected anti-roll torsion bar is presented which can satisfy both dynamical gauge and comfort specifications.
利用如下模板模型所建立的子系统组装了整车和车组模型:(动力/拖动)转向架;(端车/中间车)车体。轮轨匹配计算对比表明:UIC-ORE/554匹配不很理想,为此,利用了线性临界速度分析方法。首先,通过参数敏感性分析确定了轮对纵横向定位刚度是影响临界速度的两个重要因素;其次,在对轮轨动力作用、轮轨磨耗和舒适性指标进行权衡后,制定了既有线路提速优化方案。因为空簧装车特性和车厢之间作用是舒适性评价的两个重要影响因素,所以,在整车模型虚拟环境下测得了空簧装车特性,试验台特性对比表明:两者的频域特征相互吻合。为了满足提速后的舒适性要求,对空簧悬挂参数进行敏感性分析并得到减振性能最佳的空簧悬挂。针对抗侧滚扭力杆的利与弊,提出了弹性抗侧滚扭力杆改进方案,方案兼顾了空簧高度控制的位移滞后特性和抗侧滚等效刚度,效果显著。在体现出口地铁车辆服役线路特征的复杂线路仿真中,轮轨安全性和动态限界等指标得到进一步验证。
本文在某出口地铁车辆动力学性能分析中得到了如下成果:(1)在轮轨匹配计算对比基础上,利用线性临界速度分析法提出了满足既有线路提速120km/h要求的轮对定位刚度优化方案;(2)一列多车舒适性评价方法不仅是以正确的空簧装车特性作为评价依据,而且也考虑了在不同载荷车厢之间的作用;(3)弹性抗侧滚扭力杆改进方案是考虑出口车辆服役轨道不平顺的不可预见性(如扭曲不平顺)而提出的,兼顾了动态限界和舒适性要求。
The exported tram vehicle studied in this paper has the following characteristics: new rail/wheel Contact (UIC-OURE/54); increasing speed to 120km/h on existing railway lines; the tare and laden are very far apart (i.e., tare 22.5t, normal load 39.3t, overload 46t). complex railway-line conditions (i.e., max. degree of slope 50‰, S type curve of small radius). Because the application of bifurcation theory to wheelset limit cycles of hunting motion is not effective enough for engineering problems, linear critical speed analysis method was used in parameter sensitivity analysis and the optimized plan of increasing speed on exist railway line was figured out. Based on the mounted-characteristics of airspring, which are measured in virtual situation and compared with the airspring testrig curve, a comfort evaluation methodology of multi-vehicle trainset was presented, in which interaction between vehicles is therefore considered in comfort analysis. Since dynamical gauge calculation is formulated based on steel spring at present, the dynamical simulation method was used to compare the bogie designs to determine whether anti-roll torsion bar is used.
The full vehicle and multi-vehicle trainset are composed from the subsystems built by following templates: (motor/trailer) bogie; (ending vehicle/middle vehicle) carbody. Since UIC-ORE/554 does not match well, which is proved by wheel-rail match calculation and contrast, linear critical speed method is adopted. The conclusion was found out, first of all, by parameter sensitivity analysis that longitudinal and lateral wheelset-locating-stiffness are two important factors to critical speed. Then the optimum scheme of increasing speed plan on existing railway lines is presented after trading off the following factors: wheel/rail dynamic interaction, wheel/rail wear and comfort index. Because the dynamical characteristics of airspring and interaction between vehicles are two important factors in railway vehicle comfort evaluation, the mounted-characteristics of airspring are measured in the virtual environment of full vehicle model, and the comparison with the airspring testrig curve shows that both of them have similar frequency-domain features. To meet the comfort requirements after increasing-speed, the optimized damping-performance airspring-suspension is acquired after airspring parameter sensitivity analysis. In allusion to beneficial and harmful effects caused by anti-roll torsion bar, the improved-plan of flexible-connected anti-roll torsion bar is proposed, in which the feature of displacement-lag of airspring high control and anti-roll equivalent stiffness are both considered, its effects are very significant. The indexes related to Wheel-rail derailment safety and dynamical gauge are verified further in complex-line simulation which represents the characteristics of the exported tram vehicle-served railway lines.
The following results were acquired by analyzing the exported tram vehicle dynamics performance in this paper: (1) linear critical speed analysis method is applied to achieve the optimum wheel-locating-stiffness plan of increasing speed to 120km/h on existing railway lines; (2) a comfort evaluation methodology of multi-vehicle trainset is not only based on the correct airspring characteristics, but also considered interaction between different-loaded vehicles; (3) due to the unpredictability of rail irregularity in the exported tram vehicle-served railway lines, the improved plan of flexible connected anti-roll torsion bar is presented which can satisfy both dynamical gauge and comfort specifications.
引文
[1]张庆贺,朱合华等.地铁与轻轨.人民交通出版社,2002,3:8-20
[2]毛保华,姜帆等.城市轨道交通.科学出版社,2001,4:22-30
[3]陈喜红.国内外地铁车辆技术的发展趋势.电力机车技术,2002,11(4):28-31
[4]陈立平,张云清等.机械系统动力学分析及ADAMS应用教程.清华大学出版社,2005,1:16-32
[5]陈泽深,王成国.铁道车辆动力学与控制.北京:中国铁道出版社, 2004:11-204
[6]朱因远,周纪卿.非线性振动和运动稳定性.西安交通大学出版社,1992,6:123:215
[7]刘秉正,彭建华.非线性动力学.高等教育出版社,2004,1:2-95
[8]邬平波,曾京.确定车辆系统线性和非线性临界速度的新方法.铁道车辆,2000,38(5):1-4
[9] Roberts J.B..Random Vibration and Statistical Linearization,1990,84:125
[10] Brgson A.E. ,Ho Y.C..Applied optimal Control,Blaisdell,1968,145:174
[11]庄表中,黄志强.振动分析基础.科学出版社,1985,149 :197
[12]王成国.MSC.ADAMS/Rail基础教程.科学出版社,2005,1:122-230
[13] UIC CODE 510-2 OR Trailing stock: wheel and wheelsets,conditions concerning the use of wheels of various diameters,International Union of Railways, May, 2004.
[14] UIC519等效锥度的确定方法.国际铁路联盟,2004,12
[15] UIC规程861-1 O 54kg/m标准钢轨断面,国际铁路联盟,1969.1
[16]王成国,王永菲,李海涛,李兰.高速轮轨接触几何关系的比较分析.铁道机车车辆,2006,26(4):1-5
[17]孙善超,王成国,李海涛,曾树谷.轮/轨接触几何参数对高速客车动力学性能的影响.中国铁道科学,2006,27(5):93-98
[18]沈钢,顾江.低地板车辆的踏面外形设计及动力学仿真.同济大学学报,2003,31(10):1206-1211
[19]沈钢,H. Chollet,叶志森.轮轨外形及接触问题的进一步研究.铁道学报,2005,27(4):25-29
[20]陈厚嫦,黄体忠,王群伟,黄成荣.轮对内侧距对机车车辆动力学性能影响的试验研究[J].中国铁道科学,2006,27(5):99-103
[21]柳宇刚.转向架的结构和参数对轮轨磨耗的影响.变流技术与电力牵引,2000,02
[22]王惠银,步启军.轮轨关系与磨耗.铁道建筑,2007,01
[23]朴明伟,闫雪冬,兆文忠.协同仿真与设计的三个问题及技术对策[J].计算机集成制造系统CIMS,2005,11(5):611-618.
[24]国际铁路联盟规程V车辆(1)规程505附录C2,第2版,1988
[25]原亮明,宫相太,刘爽,王渊.铁道车辆空气弹簧垂向动态特性分析方法的研究.中国铁道科学,2004,25(4):37-41
[26]原亮明,宫相太,刘爽,王渊.铁道车辆空气弹簧)可变节流阀垂向动态特性的研究.铁道学报,2004, 27(1):40-44
[27] Statements in Solver/ADAMS,Integrator, MSC.ADAMS HELP,[EB/OL].http://www.mscsoftware.c- om,2004.10
[28] L.米罗维奇.振动分析基础.上海交通大学理论力学教研室译,1983
[29]孙彰,陈康.地铁车辆结构参数对动力学性能的影响.铁道车辆,1999,37(7):20-22
[30]孙彰,罗世辉.地铁车辆悬挂参数优化与动力学性能评价方法.城市轨道交通研究,2005(4):39-43
[31]朴明伟,佟维,伊朗地铁车辆动力学性能分析与优化,大连交通大学机械工程学院,2007.4
[32]姜建东,付茂海,李芾.客车转向架抗侧滚扭杆装置特性分析.铁道机车车辆,2004,24(5):4-7
[33]周睿.城轨B型车辆转向架方案设计.机车车辆工艺,2004(2):22-23
[34]严隽耄.车辆工程(第2版).北京:中国铁道出版社,2003(133):120-253
[35]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则.铁道学报,2001,23 (2):17-26
[36]马卫华,王自力.抗脱轨稳定性评定方法及实例.铁道车辆,2004,8(2):1-2
[37]曾宇清,王卫东等.车辆脱轨安全评判的动态限度.中国铁道科学,1999,12(.3):71-73
[38]陈鹏,高亮.线路参数对高速车辆曲线通过性能的影响.工程建设与设计,2007,6
[39] Rail/ADAMS, Kretteck, MSC.ADAMS HELP, [EB/OL]. http://www.mscsoftware.com, 2004.1
[2]毛保华,姜帆等.城市轨道交通.科学出版社,2001,4:22-30
[3]陈喜红.国内外地铁车辆技术的发展趋势.电力机车技术,2002,11(4):28-31
[4]陈立平,张云清等.机械系统动力学分析及ADAMS应用教程.清华大学出版社,2005,1:16-32
[5]陈泽深,王成国.铁道车辆动力学与控制.北京:中国铁道出版社, 2004:11-204
[6]朱因远,周纪卿.非线性振动和运动稳定性.西安交通大学出版社,1992,6:123:215
[7]刘秉正,彭建华.非线性动力学.高等教育出版社,2004,1:2-95
[8]邬平波,曾京.确定车辆系统线性和非线性临界速度的新方法.铁道车辆,2000,38(5):1-4
[9] Roberts J.B..Random Vibration and Statistical Linearization,1990,84:125
[10] Brgson A.E. ,Ho Y.C..Applied optimal Control,Blaisdell,1968,145:174
[11]庄表中,黄志强.振动分析基础.科学出版社,1985,149 :197
[12]王成国.MSC.ADAMS/Rail基础教程.科学出版社,2005,1:122-230
[13] UIC CODE 510-2 OR Trailing stock: wheel and wheelsets,conditions concerning the use of wheels of various diameters,International Union of Railways, May, 2004.
[14] UIC519等效锥度的确定方法.国际铁路联盟,2004,12
[15] UIC规程861-1 O 54kg/m标准钢轨断面,国际铁路联盟,1969.1
[16]王成国,王永菲,李海涛,李兰.高速轮轨接触几何关系的比较分析.铁道机车车辆,2006,26(4):1-5
[17]孙善超,王成国,李海涛,曾树谷.轮/轨接触几何参数对高速客车动力学性能的影响.中国铁道科学,2006,27(5):93-98
[18]沈钢,顾江.低地板车辆的踏面外形设计及动力学仿真.同济大学学报,2003,31(10):1206-1211
[19]沈钢,H. Chollet,叶志森.轮轨外形及接触问题的进一步研究.铁道学报,2005,27(4):25-29
[20]陈厚嫦,黄体忠,王群伟,黄成荣.轮对内侧距对机车车辆动力学性能影响的试验研究[J].中国铁道科学,2006,27(5):99-103
[21]柳宇刚.转向架的结构和参数对轮轨磨耗的影响.变流技术与电力牵引,2000,02
[22]王惠银,步启军.轮轨关系与磨耗.铁道建筑,2007,01
[23]朴明伟,闫雪冬,兆文忠.协同仿真与设计的三个问题及技术对策[J].计算机集成制造系统CIMS,2005,11(5):611-618.
[24]国际铁路联盟规程V车辆(1)规程505附录C2,第2版,1988
[25]原亮明,宫相太,刘爽,王渊.铁道车辆空气弹簧垂向动态特性分析方法的研究.中国铁道科学,2004,25(4):37-41
[26]原亮明,宫相太,刘爽,王渊.铁道车辆空气弹簧)可变节流阀垂向动态特性的研究.铁道学报,2004, 27(1):40-44
[27] Statements in Solver/ADAMS,Integrator, MSC.ADAMS HELP,[EB/OL].http://www.mscsoftware.c- om,2004.10
[28] L.米罗维奇.振动分析基础.上海交通大学理论力学教研室译,1983
[29]孙彰,陈康.地铁车辆结构参数对动力学性能的影响.铁道车辆,1999,37(7):20-22
[30]孙彰,罗世辉.地铁车辆悬挂参数优化与动力学性能评价方法.城市轨道交通研究,2005(4):39-43
[31]朴明伟,佟维,伊朗地铁车辆动力学性能分析与优化,大连交通大学机械工程学院,2007.4
[32]姜建东,付茂海,李芾.客车转向架抗侧滚扭杆装置特性分析.铁道机车车辆,2004,24(5):4-7
[33]周睿.城轨B型车辆转向架方案设计.机车车辆工艺,2004(2):22-23
[34]严隽耄.车辆工程(第2版).北京:中国铁道出版社,2003(133):120-253
[35]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则.铁道学报,2001,23 (2):17-26
[36]马卫华,王自力.抗脱轨稳定性评定方法及实例.铁道车辆,2004,8(2):1-2
[37]曾宇清,王卫东等.车辆脱轨安全评判的动态限度.中国铁道科学,1999,12(.3):71-73
[38]陈鹏,高亮.线路参数对高速车辆曲线通过性能的影响.工程建设与设计,2007,6
[39] Rail/ADAMS, Kretteck, MSC.ADAMS HELP, [EB/OL]. http://www.mscsoftware.com, 2004.1