基于涡激振动的动车组隧道内列尾横向晃动机理

姚远; 许振飞; 宋亚东; 沈龙江; 李传龙

doi:10.19818/j.cnki.1671-1637.2021.05.010

基于涡激振动的动车组隧道内列尾横向晃动机理

doi: 10.19818/j.cnki.1671-1637.2021.05.010

1.
西南交通大学牵引动力国家重点实验室，四川成都 610031
2.
中车株洲电力机车有限公司，湖南株洲 412000
3.
中车大连机车车辆有限公司，辽宁大连 116022

基金项目:

国家自然科学基金项目 51675443

国家自然科学基金项目 51735012

中国国家铁路集团有限公司科技研究开发计划项目 N2021J028

中国国家铁路集团有限公司科技研究开发计划项目 N2020J026

详细信息

作者简介:
姚远(1983-)，男，安徽宿松人，西南交通大学研究员，工学博士，从事机车车辆设计理论和车辆系统动力学研究

中图分类号: U270.33
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- 被引次数: 0
出版历程
- 收稿日期: 2021-03-27
- 网络出版日期: 2021-11-13
- 刊出日期: 2021-10-01

Mechanism of train tail lateral sway of EMUs in tunnel based on vortex-induced vibration

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
CRRC Zhuzhou Electric Locomotive Co., Ltd., Zhuzhou 412000, Hunan, China
3.
CRRC Dalian Locomotive and Rolling Stock Co., Ltd., Dalian 116022, Liaoning, China

Funds:

National Natural Science Foundation of China 51675443

National Natural Science Foundation of China 51735012

Project of Science and Technology Research and Development Plan of China Railway N2021J028

Project of Science and Technology Research and Development Plan of China Railway N2020J026

More Information

Author Bio:
YAO Yuan(1983-), male, researcher, PhD, yyuan8848@163.com

Article Text (Baidu Translation)

摘要

摘要: 针对时速160 km动车组在单线隧道内列尾横向晃动问题，提出列尾气流涡脱效应引起车体涡激振动而导致列尾横向晃动的机理，研究了车辆悬挂参数改进等相关抑制措施；根据某动力车结构参数，建立车辆横向动力学模型，结合半经验非线性涡激振子模型，实现涡激振动时车辆流固耦合横向动力学计算。计算结果表明：单线隧道内动车组列尾较大的横向涡激力以及涡激频率与车体蛇行频率共振是引起晃车的主要原因；减小横向涡激力、提高车辆蛇行运动稳定性是减小晃车幅值的有效措施；针对该动力车，需避免较低等效锥度的轮轨接触，以防车辆一次蛇行导致涡激振动加剧；当转向架抗蛇行减振器阻尼由800 kN·s·m^-1减小到400 kN·s·m^-1，涡激共振时车体后端横向振动加速度幅值减小40%；车辆二系横向悬挂采用天棚阻尼半主动控制时，可以有效减小涡激共振区车体横向振动幅值，并能兼顾车体前后端横向平稳性。
- 动车组 /
- 横向动力学 /
- 涡激振动 /
- 流固耦合 /
- 悬挂参数
Abstract: Aiming at the train tail lateral sway of 160 km·h^-1 electric multiple units (EMUs), which occurs in single-track tunnels, the mechanism was put forward that the vortex shedding effect of gas flow in the train tail causes the vortex-induced vibration of the car-body and results in the lateral sway of the train tail. Relevant mitigation measures, such as the optimization of vehicle suspension parameters, were studied. Based on the structural parameters of a certain type of locomotive, the vehicle lateral dynamics model was established and combined with the semi-empirical nonlinear vortex-induced vibrator model to enable the fluid-solid coupling lateral dynamics calculation during the vortex-induced vibration. Calculation results show that a large lateral vortex-induced force acting on the train tail of EMUs in a single-track tunnel and the resonance between the vortex-induced frequency and the car-body hunting frequency are the main causes of car-body sway. Reducing the lateral vortex-induced force and improving the vehicle hunting stability are effective measures to reduce the amplitude of the car-body sway. For this type of locomotive, avoiding wheel-rail contact with a lower equivalent conicity is required to prevent aggravation of the vortex-induced vibration by vehicle primary hunting behavior. When the damping of the yaw damper is reduced from 800 kN·s·m^-1 to 400 kN·s·m^-1, the lateral vibration acceleration amplitude in the rear end of the car-body during vortex-induced resonance is reduced by 40%. When the semi-active control with skyhook damping in the secondary lateral suspension is adopted, the lateral vibration amplitude of the car-body in the vortex-induced resonance zone is effectively reduced. Moreover, the lateral ride comfort at the front and rear ends of the car-body can be guaranteed. 1 tab, 9 figs, 29 refs.
- EMUs /
- lateral dynamics /
- vortex-induced vibration /
- fluid-solid coupling /
- suspension parameters

HTML全文

图 1 列尾涡激振动

Figure 1. Vortex-induced vibration at train tail

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图 2 车辆横向动力学模型

Figure 2. Lateral dynamics model of vehicle

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图 3 共振状态涡激振动时域仿真结果

Figure 3. Time domain simulation results of vortex-induced vibration in resonance

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图 4 非共振状态涡激振动时域仿真结果

Figure 4. Time domain simulation results of vortex-induced vibration in non-resonance

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图 5 轨道不平顺影响

Figure 5. Influences of track irregularity

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图 6 气动载荷影响

Figure 6. Influences of aerodynamic load

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图 7 轮轨接触等效锥度影响

Figure 7. Influences of wheel-rail contact equivalent conicity

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图 8 抗蛇行减振器阻尼影响

Figure 8. Influences of damping of yaw damper

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图 9 二系横向减振器阻尼影响

Figure 9. Influence of secondary lateral damping

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表 1 模型部分参数

Table 1. Model partial parameters

符号	数值	说明
V/(km·h^-1)	160	速度
λ	0.1	轮轨接触等效锥度
ε	0.5	非线性自限气动阻尼系数
η	10	加速度反馈系数
K_L0	0.4	静态涡激力系数
c_sx/(kN·s·m^-1)	800	抗蛇行减振器阻尼
c_sy/(kN·s·m^-1)	25	二系横向减振器阻尼

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参考文献(29)

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