Causes and measures of low-frequency swaying of linear induction motor metro vehicles
Article Text (Baidu Translation)
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摘要: 针对国内一种直线电机地铁车辆线路运营10多年后出现的车体低频晃动问题，采用现场试验和数值仿真相结合方法开展了晃车成因及控制措施研究；现场测试了磨耗轮轨廓形状态、服役轨道的几何不平顺、车辆动力学性能和振动特征，分析了轮轨匹配等效锥度、轨道几何不平顺与晃车特征的关联关系；结合车辆动力学系统仿真，分析了车辆异常晃动机理及关键影响因素；从轮轨等效锥度控制、悬挂参数优化和轨道几何不平顺管控等角度提出了晃车防治措施，并进行了线路试验验证。分析结果表明：不同里程服役车辆在直线和大于1 km半径曲线轨道上以70~90 km·h-1高速运行时车体均出现约2 Hz低频横向晃动，晃动车辆横向平稳性指标最大超过4.0，实际轮轨匹配等效锥度为0.1~0.2，该晃动现象与由轮轨低锥度引发的车体蛇行失稳不同；该车辆低频晃动是转向架蛇行频率、线路波长11~13 mm的周期性轨道几何不平顺激扰频率与车体上心滚摆频率三者接近导致的；使用小于0.05的低锥度轮轨廓形降低转向架蛇行频率或控制轨道波长11~13 mm的几何不平顺消除2 Hz左右激扰源可抑制直线电机车辆异常晃动现象的发生；一系定位刚度从10 MN·m-1增加到18 MN·m-1，空簧水平刚度由0.183 MN·m-1降低为0.120 MN·m-1，二系横向阻尼由40 kN·s·m-1改为20 kN·s·m-1及采取0.1~0.2的轮轨摩擦因数可一定程度改善晃车现象。研究成果为直线电机地铁车辆低频晃动问题的解决提供了理论指导，具有重要工程应用价值。Abstract: After more than 10 years of operation, a metro line in China experienced a low-frequency swaying of vehicles with linear induction motors (LIMs). Field tests and numerical simulations were carried out to investigate the cause and control measures of the vehicle swaying. Experimental studies were carried out to assess worn wheel-rail profiles, track irregularity, vehicle dynamics performance, and vibration characteristics. The relationships between wheel-rail contact equivalent conicity, track irregularity, and swaying features were analyzed. Vehicle dynamics simulation was conducted to uncover the mechanism of abnormal swaying and its key influencing factors. Effective measures against the swaying were proposed from three aspects: controlling the wheel-rail equivalent conicities, optimizing suspension parameters, and managing track irregularities, which were validated by field tests. Analysis results show that when vehicles with varying mileage operate at 70-90 km·h-1 on straight tracks and curves with radii over 1 km experience lateral swaying at a low frequency of about 2 Hz. The maximum lateral ride index exceeds 4.0 during the swaying. The measured equivalent conicities of the wheel-rail contact are about 0.1-0.2. This swaying differs from the vehicle hunting instability caused by the low conicity of wheel-rail contact. The cause lies in the closeness of three frequencies: bogie hunting frequency, the natural frequency of the vehicle carbody upper swaying, and excitation frequency of periodic track irregularities with wavelengths of 11-13 mm. Suppressing swaying can be achieved by either reducing the bogie hunting frequency through the use of low-conicity wheel-rail profiles (less than 0.05) or eliminating 11-13 mm irregularities to remove the 2 Hz excitation source. By increasing the longitudinal stiffness of the primary suspension from 10 MN·m-1 to 18 MN·m-1, reducing the lateral stiffness of air spring from 0.183 MN·m-1 to 0.120 MN·m-1, lowering the lateral damping of the secondary suspension from 40 kN·s·m-1 to 20 kN·s·m-1, and employing a wheel-rail friction coefficients of 0.1-0.2, the swaying can be reduced to a certain extent. The results provide theoretical guidance for mitigating low-frequency swaying in linear induction motor metro vehicles, offering important engineering application value.
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图 5 不同轮轨廓形匹配等效锥度
Figure 5. Equivalent conicity between various wheel and rail profiles
图 7 轨面11 m波长交替性磨耗光带
Figure 7. Periodic wear band on the railhead with wavelength of 11 m
图 10 二系横向减振器阻尼非线性特性
Figure 10. Nonlinearity characteristics of secondary lateral damper for the suspension
图 17 摩擦因数对横向平稳性指标影响
Figure 17. Effect of friction coefficients on lateral ride index (
图 18 线路B轨道几何不平顺及等效锥度
Figure 18. Track irregularities and equivalent conicities on a metro line B
表 1 测试线路段钢轨轨顶摩擦因数
Table 1. Top-of-rail friction coefficients on test sections of track
测试位置/m 隧道路段钢轨 高架路段钢轨 测试位置/m 隧道路段钢轨 高架路段钢轨 0~20 0.47 0.44 100~120 0.46 0.38 20~40 0.44 0.42 120~140 0.54 0.43 40~60 0.53 0.41 140~160 0.56 0.37 60~80 0.51 0.40 160~180 0.52 0.38 80~100 0.53 0.39 180~200 0.59 0.40 
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表 2 车辆参数
Table 2. Vehicle parameters
参数 数值 参数 数值 转向架中心距/m 11.14 二系横向、纵向刚度/(MN·m-1) 0.162 5 轴距/m 2 二系垂向刚度/(MN·m-1) 0.4 车轮滚动圆横向跨距/mm 1 493 车体侧滚转动惯量/(kg·m2) 21 312 车轮滚动圆直径/mm 0.73 车体点头转动惯量/(kg·m2) 399 416 车辆地板高度/m 1 车体摇头转动惯量/(kg·m2) 402 890 实际最高运营速度/(km·h-1) 85 车体重心距轨面高/m 1.4 轮对质量/t 1.007 直线电机质量/kg 1 480.5 构架质量/t 1.900 直线电机侧滚转动惯量/(kg·m2) 33 一系横向、纵向刚度/(MN·m-1) 5 直线电机点头转动惯量/(kg·m2) 646 一系垂向刚度/(MN·m-1) 1.06 直线电机摇头转动惯量/(kg·m2) 647
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表 3 不同措施下的改进效果
Table 3. Improvement effects under different measures
措施 横向平稳性指标(实施措施前) 横向平稳性指标(实施措施后) 改进效果 最大值 最大平均值 最大值 最大平均值 最大值(百分比) 最大平均值(百分比) 降低轮轨匹配锥度 4.70 4.00 2.83 2.40 1.87(39.8%) 1.60(40.0%) 减小周期轨向几何不平顺激励 4.70 4.00 2.76 2.71 1.94(41.3%) 1.29(32.3%) 悬挂参数优化 4.06 3.94 3.38 2.90 0.68(16.7%) 1.04(26.4%)
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