牵引电机悬挂参数对高速列车牵引传动部件振动特性的影响

朱海燕; 黎洁; 尹必超; 曾京; 肖乾; 周生通; 谢锋云

doi:10.19818/j.cnki.1671-1637.2023.01.012

牵引电机悬挂参数对高速列车牵引传动部件振动特性的影响

doi: 10.19818/j.cnki.1671-1637.2023.01.012

朱海燕^{1, 2,},
黎洁^{1, 2},
尹必超³,
曾京⁴,
肖乾^{1, 2},
周生通^{1, 2},
谢锋云^{1, 2}

1.
华东交通大学轨道交通基础设施性能监测与保障国家重点实验室，江西南昌 330013
2.
华东交通大学载运工具与装备教育部重点实验室，江西南昌 330013
3.
中车南京浦镇车辆有限公司，江苏南京 210031
4.
西南交通大学牵引动力国家重点实验室，四川成都 610031

基金项目:

国家自然科学基金项目 52162045

江西省自然科学基金项目 20224BAB204040

江西省教育厅科技项目 GJJ210633

载运工具与装备教育部重点实验室开放课题 KLCE2021-11

详细信息

作者简介:
朱海燕(1975-)，男，江西新干人，华东交通大学教授，工学博士，从事车辆系统动力学与疲劳强度研究

中图分类号: U270.3
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- 文章访问数: 294
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- 被引次数: 0
出版历程
- 收稿日期: 2022-08-21
- 网络出版日期: 2023-03-08
- 刊出日期: 2023-02-25

Influence of suspension parameters of traction motor on vibration characteristics of traction drive components of high-speed train

ZHU Hai-yan^{1, 2
,},
LI Jie^{1, 2},
YIN Bi-chao³,
ZENG Jing⁴,
XIAO Qian^{1, 2},
ZHOU Sheng-tong^{1, 2},
XIE Feng-yun^{1, 2}

1.
State Key Laboratory of Performance Monitoring and Protecting of Rail Transit Infrastructure, East China Jiaotong University, Nanchang 330013, Jiangxi, China
2.
Key Laboratory of Conveyance and Equipment of Ministry of Education, East China Jiaotong University, Nanchang 330013, Jiangxi, China
3.
CRRC Nanjing Puzhen Co., Ltd., Nanjing 210031, Jiangsu, China
4.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China 52162045

Natural Science Foundation of Jiangxi Province 20224BAB204040

Science and Technology Research Project of Jiangxi Education Department GJJ210633

Open Project of Key Laboratory of Conveyance and Equipment of Ministry of Education KLCE2021-11

More Information

Author Bio:
ZHU Hai-yan(1975-), male, professor, PhD, zhupetrelcao@163.com

摘要

摘要: 基于车辆系统动力学理论建立包括柔性齿轮箱体与柔性轮对在内的刚柔耦合动力学模型，应用直接转矩控制理论建立了牵引电机控制模型，利用Simpack与Simulink联合仿真平台建立了机电耦合模型; 考虑轮轨激励、车辆结构振动与谐波转矩等因素耦合作用，通过机电联合仿真对牵引传动部件振动特性进行了频谱分析，对牵引电机悬挂节点径向刚度、轴向刚度及阻尼在不同量级区间内的取值进行了研究。分析结果表明：在牵引电机谐波转矩和车轮多边形作用下，高速列车牵引传动部件出现较为明显的高频振动，牵引电机悬挂节点径向刚度为20~30 MN·m^-1时，牵引电机垂向振动达到极小值，齿轮箱体与牵引电机在6倍基波频率及车轮转频处振动加速度较小，且径向刚度较小时车辆安全性指标较优；牵引电机悬挂节点轴向刚度为4~6 MN·m^-1时，齿轮箱体与牵引电机受电机谐波转矩及车轮多边形高频激励的影响较小；牵引电机悬挂节点阻尼为0.1~40.0 kN·s·m^-1时，转向架部件振动有效值较小，阻尼的变化对车辆动力学指标的影响甚微，且车辆安全性及平稳性指标较优。
- 车辆工程 /
- 高速列车 /
- 联合仿真 /
- 牵引电机 /
- 齿轮箱体 /
- 振动特性
Abstract: The rigid-flexible coupling dynamics model with a flexible gearbox and a flexible wheelset was established based on the vehicle system dynamics theory. The control model of the traction motor was established according to the direct torque control theory. The electromechanical coupling model was established by Simpack and Simulink joint simulation platform. Considering the coupling effects of wheel rail excitation, vehicle structure vibration and harmonic torque, the frequency spectrum of the vibration characteristics of the traction drive components was analyzed by the electromechanical joint simulation. The values of radial stiffness, axial stiffness and damping of suspension nodes of the traction motor were studied in different magnitude ranges. Analysis results show that under the actions of harmonic torque of the traction motor and polygon wheels, the traction drive components of high-speed trains show more obvious high-frequency vibration. When the radial stiffness of suspension node of the traction motor is 20-30 MN·m^-1, the vertical vibration of the traction motor reaches the minimum value. The vibration accelerations of gearbox housing and traction motor at 6 times fundamental frequency and the rotation frequency of wheels are smaller. In addition, the vehicle safety index is better when the radial stiffness is smaller. When the axial stiffness of suspension node of the traction motor is 4-6 MN·m^-1, the gearbox housing and traction motor are less affected by the harmonic torque of the motor and the high-frequency excitation of polygon wheels. When the damping of suspension node of the traction motor is 0.1-40.0 kN·s·m^-1, the effective vibration value of bogie components is smaller. The change in damping has little effect on the vehicle dynamics index, and the vehicle safety and stability indexes are better.
- vehicle engineering /
- high-speed train /
- joint simulation /
- traction motor /
- gearbox housing /
- vibration characteristic

HTML全文

图 1 电机弹性架悬结构

Figure 1. Elastic frame suspension structure of motor

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图 2 电机弹性架悬动车动力学模型

Figure 2. Dynamics model of EMU with elastic frame suspension

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图 3 部分齿轮箱体模态振型

Figure 3. Partial modal shapes of gearbox housing

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图 4 部分轮对模态振型

Figure 4. Partial modal shapes of wheelset

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图 5 某高速列车车辆动力学模型

Figure 5. Vehicle dynamics model of high-speed train

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图 6 传感器测点位置

Figure 6. Positions of sensor measuring points

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图 7 牵引电机振动随径向刚度变化关系

Figure 7. Variation of traction motor varies with radial stiffness

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图 8 不同速度下齿轮箱体垂向加速度频域

Figure 8. Vertical acceleration frequency domains of gearbox housing at different speeds

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图 9 径向刚度与6倍基波频率下转向架部件垂向振动关系

Figure 9. Relationships between radial stiffness and vertical vibration of bogie components at 6 times fundamental frequency

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图 10 径向刚度与车轮转频下转向架部件垂向振动关系

Figure 10. Relationships between radial stiffness and vertical vibration of bogie components at wheel rotation frequency

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图 11 车辆安全性指标随径向刚度变化曲线

Figure 11. Variation curves of vehicle safety indexes with radial stiffness

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图 12 轴向刚度与6倍基波频率下转向架部件纵向振动关系

Figure 12. Relationships between axial stiffness and longitudinal vibration of bogie components at 6 times fundamental frequency

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图 13 轴向刚度与车轮转频下转向架部件纵向振动关系

Figure 13. Relationships between axial stiffness and longitudinal vibration of bogie components at wheel rotation frequency

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图 14 牵引电机纵向振动加速度时域及频域

Figure 14. Time domains and frequency domains of longitudinal vibration accelerations of traction motor

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图 15 牵引电机纵向振动加速度有效值随轴向刚度变化曲线

Figure 15. Variation curve of effective value of longitudinal vibration acceleration of traction motor with axial stiffness

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图 16 转向架部件振动加速度有效值随阻尼变化曲线

Figure 16. Variation curves of effective vibration values of bogie components with damping

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图 17 车辆安全性指标随阻尼变化曲线

Figure 17. Variation curves of vehicle safety indexes with damping

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图 18 车辆平稳性指标随阻尼变化曲线

Figure 18. Variation curves of vehicle stability indexes with damping

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表 1 动力学模型自由度

Table 1. DOFs of dynamics model

刚体	伸缩	横移	沉浮	侧滚	点头	摇头	备注
车体	o_c	p_c	q_c	φ_c	θ_c	ξ_c
构架	o_fh	p_fh	q_fh	φ_fh	θ_fh	ξ_fh	h=1, 2
轮对	o_wm	p_wm	q_wm	φ_wm	θ_wm	ξ_wm	m=1, 2, 3, 4
电机吊架	o_djn	p_djn	q_djn	φ_djn	θ_djn	ξ_djn	n=1, 2
轴箱					θ_ai		i=1, 2, …, 8
齿轮箱					θ_gk		k=1, 2, 3, 4
大齿轮					θ_bgu		u=1, 2, 3, 4
小齿轮					θ_sgt		t=1, 2, 3, 4
电机转子					θ_rb		b=1, 2, 3, 4

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表 2 车辆基本参数

Table 2. Basic parameters of vehicle

参数	数值
一系弹簧纵向刚度/(MN·m^-1)	0.92
一系弹簧横向刚度/(MN·m^-1)	1
一系弹簧垂向刚度/(MN·m^-1)	0.75
轴箱转臂节点径向刚度/(MN·m^-1)	120
轴箱转臂节点刚度/(MN·m^-1)	12.5
二系空簧水平刚度/(MN·m^-1)	0.125
二系空簧垂向刚度/(MN·m^-1)	0.216
抗蛇行减振器刚度/(MN·m^-1)	12
转向架中心距/mm	17 375
轴距/mm	2 500
车轮滚动圆直径/mm	920
轨距/mm	1 435

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表 3 模态频率

Table 3. Modal frequencies Hz

阶数	1	2	3	4	5	6	7	8
齿轮箱体	601	622	690	801	861	890	902	1 005
轮对	105	106	109	291	304	478	892	910
电机	23	34	49	55	73	82	99	126

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