气隙对直线电机地铁系统动力响应的影响

魏庆朝; 夏景辉; 臧传臻; 郝敏; 梁青槐

气隙对直线电机地铁系统动力响应的影响

魏庆朝^{1, 2,},
夏景辉³,
臧传臻¹,
郝敏⁴,
梁青槐¹

1.
北京交通大学土木建筑工程学院, 北京 100044
2.
北京交通大学轨道工程北京市重点实验室, 北京 100044
3.
郑州市轨道交通有限公司, 河南郑州 450000
4.
山东华宇工学院, 山东德州 253034

基金项目:

交通运输部科技项目 2011 318 315 1400

北京市自然科学基金项目 8172040

详细信息

作者简介:
魏庆朝(1957-), 男, 河北高邑人, 北京交通大学教授, 工学博士, 从事列车-线路动力学研究

中图分类号: U211.5
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出版历程
- 收稿日期: 2017-07-11
- 刊出日期: 2017-12-25

Influence of air gap on dynamic response of LIM metro system

1.
School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China
2.
Beijing Key Laboratory of Track Engineering, Beijing Jiaotong University, Beijing 100044, China
3.
Zhengzhou Metro Co., Ltd., Zhengzhou 450000, Henan, China
4.
Shandong Huayu University of Technology, Dezhou 253034, Shandong, China

More Information

Author Bio:
WEIQing-chao(1957-), male, professor, PhD, qcwei@bjtu.edu.cn

摘要

摘要: 应用概率统计和频域分析理论, 分析了广州地铁4号线列车行驶过程中直线电机与感应板间动态气隙的实测数据; 建立了车辆-轨道垂横向耦合动力学模型, 研究了受气隙影响的垂向电磁力对车体和轨道系统的动力影响, 并与轨道随机不平顺对系统的动力影响进行了对比。研究结果表明: 92.2%的气隙在9¹2mm的标准范围内, 且服从均值为10.5mm、标准差为1mm的正态分布; 感应板上表面与钢轨顶面的高度差是峰值气隙的决定因素, 通过气隙静态测量可确定线路的最不利气隙位置; 气隙的频域成分以小于0.1m^-1的空间频率为主, 并存在0.2m^-1的频率尖峰, 即气隙存在约为5m的周期成分; 垂向电磁力对车体加速度影响较小; 垂向电磁力可使轨道结构产生上升位移, 在同时存在轨道不平顺的情况下, 钢轨最大位移可达0.8mm, 轨道板最大位移可达1.0mm; 轨道不平顺是轨道结构持续振动的主要诱因, 垂向电磁力只会在开始作用于轨道结构的瞬间产生较大加速度, 垂向电磁力引起的轨道结构最大加速度大于轨道不平顺引起的最大加速度, 轨道不平顺和垂向电磁力的共同作用效果远大于单一因素的影响, 钢轨加速度可达2 200m·s^-2, 轨道板加速度可达1 500m·s^-2; 垂向电磁力对轮轨垂向力的最大影响在9kN以内; 可采用动态和静态检测相结合的方法测量气隙, 先应用列车上的动态检测设备测量出线路感应板超限点的大体位置, 然后进行人工精确测量, 维护后再次使用动态检测法进行气隙合格检验, 实现快速、精确、有效维护线路感应板的目的, 减小气隙对轨道结构垂向振动的影响。
- 铁道工程 /
- 直线电机 /
- 动力学仿真 /
- 气隙 /
- 动力响应 /
- 动态检测
Abstract: Based on the theory of probability statistics and frequency domain analysis, the measured data of dynamic air gap between linear induction motor (LIM) and reaction plate (RP) during the train's running on Guangzhou Metro Line 4 were analyzed.Based on the vehicle-track vertical and lateral coupling dynamics model, the dynamic effect of vertical electromagnetic force influenced by the air gap on the vehicle and the track structure was studied and compared with the effect of track random irregularities on the dynamics properties of vehicle-track system.Research result shows that 92.2% of air gaps are within the standard range of 9-12 mm.The air gap obeys the normal distribution, the mean is 10.5 mm, and the standard deviation is 1 mm.The heightdifference between the upper surface of RP and the top of track is the determinant factor of peak air gap, so the most unfavorable position of air gap on the line can be determined by static air gap measurement.The frequency domain component of air gap is dominated by the spatial frequencies less than 0.1 m^-1, and the frequency peak of 0.2 m^-1 is found, which proves that a periodic component of about 5 mis in the air gap.The vertical electromagnetic force has little effect on the acceleration of vehicle.The vertical electromagnetic force can increase the displacement of track structure.When the track irregularity exists at the same time, the track displacement can reach up to 0.8 mm, and the maximum displacement of track slab can reach 1.0 mm.The track irregularity is the main cause of track structure's continuous vibration. The vertical electromagnetic force only results in larger accelerations at the moment beginning to act on the track structure. The maximum acceleration of track structure caused by the vertical electromagnetic force is greater than the maximum acceleration caused by the track irregularity.The coupling influence of track irregularity and vertical electromagnetic force on the track structure acceleration is far greater than single factor influence, the track acceleration can reach2 200 m·s^-2, and the track slab acceleration can reach 1 500 m·s^-2.The maximum effect of vertical electromagnetic force on the wheel/rail vertical force is less than 9 kN.Therefore, the dynamic and static detection methods can be used to measure the air gap.First, the general location of RP's over limit point is measured by the dynamic detection device on the train, then the artificial precision measurement is carried out.After maintenance, the dynamic detection is used again for air gap's qualification test.The method can quickly and accurately maintain the whole line's RP and reduce the influence of air gap on the track structure's vertical vibration.
- railway engineering /
- LIM /
- dynamics simulation /
- air gap /
- dynamic response /
- dynamic detection

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图 1 直线电机原理

Figure 1. LIM principle

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图 2 车辆和轨道系统

Figure 2. Vehicle-track system

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图 3 气隙测量装置

Figure 3. Air gap measuring device

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图 4 实测气隙

Figure 4. Measured air gap

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图 5 气隙分布特征

Figure 5. Distribution characteristics of air gap

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图 6 气隙功率谱密度

Figure 6. Air gap's power spectral density

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图 7 垂向电磁力与气隙关系

Figure 7. Relationship between vertical electromagnetic force and air gap

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图 8 动力学模型

Figure 8. Dynamics model

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图 9 气隙仿真曲线

Figure 9. Simulation curves of air gap

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图 10 钢轨垂向加速度

Figure 10. Track vertical accelerations

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图 11 轨道板垂向加速度

Figure 11. Vertical accelerations of track slab

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图 12 钢轨垂向位移

Figure 12. Track vertical displacements

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图 13 轨道板垂向位移

Figure 13. Vertical displacements of track slab

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图 14 车体垂向加速度

Figure 14. Vehicle vertical accelerations

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图 15 轮轨垂向力

Figure 15. Wheel/rail vertical forces

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