高速车辆减振技术研究
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摘要
高速车辆区别于普通客运车辆的根本原因在于其所处的特殊动态环境,随着车辆运行速度的提高其动态环境急剧恶化,如轨道激扰频率增加、结构振动加剧、轮轨动力作用增加以及蛇行运动加剧等等。但是不管怎样乘客的要求永远不变,即安全、舒适、快捷和方便。为了达到这个目标,高速转向架在动力学性能上,应具备以下三个基本条件：高速运行条件下不允许出现蛇行失稳运动；高速运行条件下车辆应该有较好的旅客乘坐舒适性；能保证车辆高速通过曲线时不影响行车安全性,并且轮轨动作用力和磨耗要小。车辆蛇行运动稳定性和曲线通过性能之间是相互矛盾的,因此在进行稳定性设计时需要兼顾曲线通过性能。对于新建高速客运专线上运用的车辆来说,由于线路条件较好曲线半径通常较大,曲线通过的问题降为次要地位。本文以高速车辆的减振为研究对象,研究了直线蛇行运动稳定性和乘坐舒适性问题。
针对高速车辆蛇行失稳问题,建立了车辆系统多刚体模型。模型包括抗蛇行减振器部件模型、空气弹簧部件模型、应急弹簧部件模型以及牵引电机部件模型。针对高速车辆乘坐舒适性下降问题,建立了考虑车体弹性振动的刚柔耦合垂向简化模型、刚柔耦合精确模型、车体约束阻尼处理模型以及车体压电结构模型。在模型的基础上,本文完成了以下主要工作。
(1)在对车辆非线性模型进行线性化处理的基础上,进行了特征值分析。计算结果表明车辆系统存在两种不同的蛇行失稳形态,分别称为车体蛇行和转向架蛇行。接着,详细研究了二系横向刚度、二系横向阻尼、二系纵向刚度、二系纵向阻尼、一系纵向定位刚度、车轮踏面等效锥度、车体质量等参数对蛇行失稳形态的影响。研究结果表明,在不同的悬挂和轮轨参数下,车体蛇行和转向架蛇行都可能成为制约车辆高速运行的因素。
(2)系统地研究了一系纵向定位刚度、一系横向定位线性和非线性刚度、踏面等效锥度大小以及形状、抗蛇行减振器线性和非线性参数、电机横移频率和阻尼比、电机摇头频率和阻尼比、应急弹簧水平刚度和摩擦系数、横向减振器阻尼以及蠕滑水平等参数对临界速度的影响。在此基础上,提出了基于稳定性的车辆参数设计原则。最后,通过滚振台试验验证了部分理论分析结果的正确性。
(3)在研究了引起车体横向振动和垂向振动主要振源和传递路径的基础上,详细研究了二系横向减振器、车间减振器、横向半主动悬挂对横向振动的影响,以及-二系垂向阻尼、空气弹簧参数、抗蛇行减振器安装角度和牵引拉杆纵向刚度对车体垂向振动的影响。在此基础上,提出了基于平稳性的车辆参数设计原则。
(4)对比研究了多刚体模型以及考虑车体的刚柔耦合模型在稳定性、平稳性、曲线通过方面的区别。随后,详细研究了车体弹性振动的特点,确定了车体弹性振动的主要减振措施。通过合理假设推导了含有约束阻尼层的车体模态损耗因子的计算公式,通过仿真手段研究了约束阻尼处理层的长度、厚度、弹性模量等参数对车体弹性振动减振效果的影响。最后,仿真分析了基于压电元件的被动控制和主动控制对车体弹性振动的控制效果。
(5)基于稳定性部分的研究成果,实现了本理论在某高速车辆异常振动中的应用,给出了异常振动的产生原因和解决方案。
High speed vehicle is different from ordinary vehicle in its special dynamic environments. Higher speeds would increase excitation frequencies between wheels and rails, and therefore generate increased structure vibrations, wheel rail dynamic forces, and severe hunting oscilations. However, the requirements of safety, comfort, fast and convenience for passengers will never change. To achieve this goal, dynamic performance of high speed vehicles should have the following three basic qualifications. Hunting instability is not allowed in the high speed, good ride comfort should be assured in the high speed, low wheel/rail force and wear should be assured on the curve in the high speed. There is a fundamental design conflict between vehicle stability and curving performance. However, for the high speed railway, the curve radius on the main line is big enough that curving performance can be considered to be of minor status. Therefore, the problem of achieving high speed operation without hunting instability and with good ride comfort is investigated in this paper.
To investigate the hunting instability of high speed railway vehicle, the vehicle is modeled as a rigid multi-body system composed of yaw damper components, air spring components, emergency spring components and traction motor components. In order to reduce the carbody vibration, simplified vertical model of the rigid-flexible coupling system, accurate three-dimensional model of the rigid-flexible coupling system, constrained carbody damping treatment model, and carbody piezoelectric structure model are established. Based on the proposed models, the following aspects are extensively studied.
(1) With all nonlinearities in the model linearised or eliminated, eigenvalues and eigenvectors of the linearised equations are calculated with root locus analysis. It shows that two modes of hunting instability exist in the railway vehicle systems, one called carbody hunting and the other one called bogie hunting. Then, the effect of the secondary lateral suspension stiffness, secondary lateral suspension damping, secondary longitudinal stiffness, secondary longitudinal damping, primary longitudinal stiffness, wheel tread equivalent conicity, and carbody weight on hunting stability is investigated. Investigation results show that two modes of hunting instability may emerge in the railway vehicles due to different suspension parameters and wheel/rail conditions, which may be the mian factor to restrict high speed speed operation.
(2) The influence of the primary longitudinal stiffness, primary lateral linear and nonlinear stiffness, value of equivalent conicity, shape of wheel profile, linear and nonlinear parameters of yaw damper, frequency and damping ratio of traction motor lateral motion, frequency and damping ratio of traction motor yaw motion, stiffness and friction coefficient of emergency spring, secondary lateral damping, and Kalker weighting coefficient on the critical speed is investigated extensively. Based on the simulation results, design principles of vehicle parameters in respect of hunting stability are proposed. At last, some of the theoretical analysis results are validated by the roller rig test.
(3) Based on the study of vibration sources and transmission paths of the carbody lateral and vertical oscillations, the influence of the secondary lateral damper, the inter-car damper, and the secondary lateral semi-active suspension on the carbody lateral vibration, and the influence of the primary and secondary vertical damping, the air spring parameters, the mounting angle of yaw damper and the traction rod longitudinal stiffness on the carbody vertical vibration are investigated. Based on these researches, design principles of vehicle parameters in respect of ride comfort are proposed.
(4) Differences between the rigid multi-body vehicle model and the rigid-flexible coupling vehicle model in hunting stability, ride comfort, and curving performance are presented. Then, the characteristic of carbody elastic vibration is revealed, and the vibration suppression mearsures are determined. Through reasonable assumptions, the formula of the loss factor for the carbody with constrained damping layers is derived. The influence of length, thickness, and elastic modulus of the constrained damping layers on the carbody elastic vibration is investigated by numerical simulation. At last, the piezoelectric shunt damping treatment on the outside sheathing of car body and the concept of an active vibration reduction system of a railway vehicle car body with offset piezoceramic stack actuators are simulated.
(5) The application of the theoretical hunting stability analysis to a high speed passenger car with offensive vehicle hunting problem in the filed tests is presented. Causes and solutions for this problem is proposed based on the simulation results and test results.
针对高速车辆蛇行失稳问题,建立了车辆系统多刚体模型。模型包括抗蛇行减振器部件模型、空气弹簧部件模型、应急弹簧部件模型以及牵引电机部件模型。针对高速车辆乘坐舒适性下降问题,建立了考虑车体弹性振动的刚柔耦合垂向简化模型、刚柔耦合精确模型、车体约束阻尼处理模型以及车体压电结构模型。在模型的基础上,本文完成了以下主要工作。
(1)在对车辆非线性模型进行线性化处理的基础上,进行了特征值分析。计算结果表明车辆系统存在两种不同的蛇行失稳形态,分别称为车体蛇行和转向架蛇行。接着,详细研究了二系横向刚度、二系横向阻尼、二系纵向刚度、二系纵向阻尼、一系纵向定位刚度、车轮踏面等效锥度、车体质量等参数对蛇行失稳形态的影响。研究结果表明,在不同的悬挂和轮轨参数下,车体蛇行和转向架蛇行都可能成为制约车辆高速运行的因素。
(2)系统地研究了一系纵向定位刚度、一系横向定位线性和非线性刚度、踏面等效锥度大小以及形状、抗蛇行减振器线性和非线性参数、电机横移频率和阻尼比、电机摇头频率和阻尼比、应急弹簧水平刚度和摩擦系数、横向减振器阻尼以及蠕滑水平等参数对临界速度的影响。在此基础上,提出了基于稳定性的车辆参数设计原则。最后,通过滚振台试验验证了部分理论分析结果的正确性。
(3)在研究了引起车体横向振动和垂向振动主要振源和传递路径的基础上,详细研究了二系横向减振器、车间减振器、横向半主动悬挂对横向振动的影响,以及-二系垂向阻尼、空气弹簧参数、抗蛇行减振器安装角度和牵引拉杆纵向刚度对车体垂向振动的影响。在此基础上,提出了基于平稳性的车辆参数设计原则。
(4)对比研究了多刚体模型以及考虑车体的刚柔耦合模型在稳定性、平稳性、曲线通过方面的区别。随后,详细研究了车体弹性振动的特点,确定了车体弹性振动的主要减振措施。通过合理假设推导了含有约束阻尼层的车体模态损耗因子的计算公式,通过仿真手段研究了约束阻尼处理层的长度、厚度、弹性模量等参数对车体弹性振动减振效果的影响。最后,仿真分析了基于压电元件的被动控制和主动控制对车体弹性振动的控制效果。
(5)基于稳定性部分的研究成果,实现了本理论在某高速车辆异常振动中的应用,给出了异常振动的产生原因和解决方案。
High speed vehicle is different from ordinary vehicle in its special dynamic environments. Higher speeds would increase excitation frequencies between wheels and rails, and therefore generate increased structure vibrations, wheel rail dynamic forces, and severe hunting oscilations. However, the requirements of safety, comfort, fast and convenience for passengers will never change. To achieve this goal, dynamic performance of high speed vehicles should have the following three basic qualifications. Hunting instability is not allowed in the high speed, good ride comfort should be assured in the high speed, low wheel/rail force and wear should be assured on the curve in the high speed. There is a fundamental design conflict between vehicle stability and curving performance. However, for the high speed railway, the curve radius on the main line is big enough that curving performance can be considered to be of minor status. Therefore, the problem of achieving high speed operation without hunting instability and with good ride comfort is investigated in this paper.
To investigate the hunting instability of high speed railway vehicle, the vehicle is modeled as a rigid multi-body system composed of yaw damper components, air spring components, emergency spring components and traction motor components. In order to reduce the carbody vibration, simplified vertical model of the rigid-flexible coupling system, accurate three-dimensional model of the rigid-flexible coupling system, constrained carbody damping treatment model, and carbody piezoelectric structure model are established. Based on the proposed models, the following aspects are extensively studied.
(1) With all nonlinearities in the model linearised or eliminated, eigenvalues and eigenvectors of the linearised equations are calculated with root locus analysis. It shows that two modes of hunting instability exist in the railway vehicle systems, one called carbody hunting and the other one called bogie hunting. Then, the effect of the secondary lateral suspension stiffness, secondary lateral suspension damping, secondary longitudinal stiffness, secondary longitudinal damping, primary longitudinal stiffness, wheel tread equivalent conicity, and carbody weight on hunting stability is investigated. Investigation results show that two modes of hunting instability may emerge in the railway vehicles due to different suspension parameters and wheel/rail conditions, which may be the mian factor to restrict high speed speed operation.
(2) The influence of the primary longitudinal stiffness, primary lateral linear and nonlinear stiffness, value of equivalent conicity, shape of wheel profile, linear and nonlinear parameters of yaw damper, frequency and damping ratio of traction motor lateral motion, frequency and damping ratio of traction motor yaw motion, stiffness and friction coefficient of emergency spring, secondary lateral damping, and Kalker weighting coefficient on the critical speed is investigated extensively. Based on the simulation results, design principles of vehicle parameters in respect of hunting stability are proposed. At last, some of the theoretical analysis results are validated by the roller rig test.
(3) Based on the study of vibration sources and transmission paths of the carbody lateral and vertical oscillations, the influence of the secondary lateral damper, the inter-car damper, and the secondary lateral semi-active suspension on the carbody lateral vibration, and the influence of the primary and secondary vertical damping, the air spring parameters, the mounting angle of yaw damper and the traction rod longitudinal stiffness on the carbody vertical vibration are investigated. Based on these researches, design principles of vehicle parameters in respect of ride comfort are proposed.
(4) Differences between the rigid multi-body vehicle model and the rigid-flexible coupling vehicle model in hunting stability, ride comfort, and curving performance are presented. Then, the characteristic of carbody elastic vibration is revealed, and the vibration suppression mearsures are determined. Through reasonable assumptions, the formula of the loss factor for the carbody with constrained damping layers is derived. The influence of length, thickness, and elastic modulus of the constrained damping layers on the carbody elastic vibration is investigated by numerical simulation. At last, the piezoelectric shunt damping treatment on the outside sheathing of car body and the concept of an active vibration reduction system of a railway vehicle car body with offset piezoceramic stack actuators are simulated.
(5) The application of the theoretical hunting stability analysis to a high speed passenger car with offensive vehicle hunting problem in the filed tests is presented. Causes and solutions for this problem is proposed based on the simulation results and test results.
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