Vibration characteristic of coupled system for straddle type monorail beam and train
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摘要: 将列车的每节车厢简化为15自由度的动力系统, 由拉格朗日方程导出其振动微分方程, 将轨道梁简化为欧拉梁, 基于能量法和车辆与轨道梁位移协调条件, 建立了车辆和轨道梁耦合运动控制方程, 研究了跨座式单轨交通轨道梁的动力特性。计算了列车以不同车速通过时轨道梁的动力响应, 并比较了计算结果与实测结果。比较结果表明: 理论计算结果与实测结果基本吻合, 车速对轨道梁挠度的影响较小, 但对加速度影响较大, 加速度随车速增大而增大, 在40~50 km·h-1处出现最大值, 之后随车速增大反而减小; 轮胎模型与轨道表面不平度功率谱密度函数对轨道梁横向响应计算结果影响较大, 使计算误差增大。
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关键词:
- 城市轨道交通 /
- 跨座式单轨交通 /
- 列车-轨道梁耦合系统 /
- 动力响应
Abstract: Each car of monorail train was idealized as a dynamic system with 15 degrees of freedom and its differential equations were derived by using Lagrange formulation. Track beam was idealized as Euler beam.The governing equations of motion for the coupled system of straddle type monorail beam and train were derived based on the energy method and the concert conditions of the displacements between train and monorail beam. The dynamic responses of the coupled system was studied. The calculated result of dynamic response of monorail beam was compared with the test data at different speeds. The result shows that the effect of train speed on the deflections of beam are less than the effect on the acceleration. The acceleration increases with the increase of train speed and reaches the highest value at 40~50 km·h-1, then decreases with the increase of train speed. Tire model and the beam's surface roughness power spectral density function have greater effect on the calculated result of the lateral responses, and make computation error increase. -
图 4 车速30 km·h-1跨中竖向挠度时程曲线
Figure 4. Vertical deflection response curve of mid-span at 30 km·h-1
图 5 车速65 km·h-1跨中竖向挠度时程曲线
Figure 5. Vertical deflection response curve of mid-span at 65 km·h-1
图 6 车速30 km·h-1跨中竖向加速度时程曲线
Figure 6. Vertical acceleration response curve of mid-span at 30 km·h-1
图 7 车速65 km·h-1跨中竖向加速度时程曲线
Figure 7. Vertical acceleration response curve of mid-span at 65 km·h
图 10 车速30 km·h-1跨中横向挠度时程曲线
Figure 10. Lateral deflection response curve of mid-span at 30 km·h-1
图 11 车速65 km·h-1跨中横向挠度时程曲线
Figure 11. Lateral deflection response curve of mid-span at 65 km·h-1
图 12 车速30 km·h-1跨中横向加速度时程曲线
Figure 12. Lateral acceleration response curve of mid-span at 30 km·h-1
图 13 车速65 km·h-1跨中横向加速度时程曲线
Figure 13. Lateral acceleration response curve of mid-span at 65 km·h-1
表 1 符号
Table 1. Nomenclatures
符号 符号意义 k1ijlk/ c1ijlk 空气弹簧竖向刚度/阻尼 k2ijlk/ c2ijlk 走行轮径向刚度/阻尼 k3ijlk/ c3ijlk 导向轮径向刚度/阻尼 k4ijk/ c4ijk 稳定轮径向刚度/阻尼 k5ij/ c5ij 空气弹簧横向刚度/阻尼 2dw 走行轮横向距离 2ds 二系悬挂横向距离 2Lc 车辆定距 2Lg 两导向轮轴距 2Lw 两走行轮轴距 h1i 车体质心至空气弹簧上平面垂向距离 h2i 空气弹簧下平面至构架质心垂向距离 hgi 导向轮至构架质心垂向距离 hsi 稳定轮至构架质心垂向距离 hgc 导向轮至梁体截面质心垂向距离 hsc 稳定轮至梁体截面质心垂向距离 ht 转向架至走行轮轨道面垂向距离 hr 转向架至走行轮轮心垂向距离 hwc 走行轮轨道面至梁体截面质心垂向距离 
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表 2 计算模型主要计算参数
Table 2. Main Parameters of calculation model
计算模型参数 数值 车体质量/kg 14 220 转向架质量/kg 6 200 空气弹簧竖向刚度/ (kN·m-1) 900 空气弹簧横向刚度/ (kN·m-1) 980 走行轮刚度/ (kN·m-1) 5 170 导向轮/稳定轮刚度/ (kN·m-1) 6 370 空气弹簧竖向阻尼/ (kN·s·m-1) 22.8 空气弹簧横向阻尼/ (kN·s·m-1) 333.6 走行轮阻尼/ (kN·s·m-1) 26.1 导向轮/稳定轮阻尼/ (kN·s·m-1) 185.5 车辆定距/m 9.6 走行轮轴距/m 1.5 导向轮轴距/m 2.5
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表 3 表面不平度参数
Table 3. Parameters of surface roughnesses
位置 参数 走行轮轨道 α=0.000 5, β=0.35, γ=3.0 导向轮轨道 α=0.000 6, β=0.50, γ=2.8 稳定轮轨道 α=0.000 6, β=0.50, γ=2.6
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