| Citation: | YAO Yuan, XU Zhen-fei, SONG Ya-dong, SHEN Long-jiang, LI Chuan-long. Mechanism of train tail lateral sway of EMUs in tunnel based on vortex-induced vibration[J]. Journal of Traffic and Transportation Engineering, 2021, 21(5): 114-124. doi: 10.19818/j.cnki.1671-1637.2021.05.010
|
| KL=ξ1(εy2−1)˙y+ξ2y+KL0sin(2πfst+ϕ) | (1) |
In the formula:yLateral vibration displacement of the structure;fstFor vortex induced frequency;KL0Is the coefficient of static vortex induced force;ξ1、ξ2andεThey are linear aerodynamic damping, linear aerodynamic stiffness, and nonlinear self limiting aerodynamic damping coefficient;ϕObtain the phase of vortex shedding force based on the identification of measured vortex induced force.
| ¨KL+2πfstε(4K2L−K2L0)˙KL+(2πfst)2KL=η¨y | (2) |
In the formula:ηThe acceleration feedback coefficient can be identified through structural vibration behavior.
This section briefly explains the reasons for the formation of train vortex induced vibration based on a two-dimensional flow field structure. In reality, the three-dimensional wake vortex structure of a train is much more complex[24-25]However, its macroscopic performance still exerts periodic forces on the vehicle body. When the high-speed train runs in a tunnel, there is a phenomenon of alternating shedding of air vortices at the tail of the train, such asFigure 1As shown. When one side is in a vortex shedding state, the air flow velocity on its side is lower than that on the other side. According to the Newbury equation, the air pressure on the side with relatively high flow velocity is lower than that on the other side. Therefore, the air will form a pressure difference and generate lateral force. The lateral pulsating force that causes alternating changes when vortices fall off is called vortex induced force. vortex-induced forceFLThe calculation formula is
| FL=12ρAV2KL | (3) |
| fst=StVB | (4) |
due toStandBThe range of variation is limited, and the excitation frequency of the vortex induced force at the tail of the train mainly depends on the running speed of the train, while the body oscillation frequency is also related to the running speed of the train. When the two frequencies are close, vortex induced resonance is prone to occur.
Based on the structural parameters of a power concentrated high-speed train with a certain axle load of 19.5 t and a speed of 160 km/h, a lateral dynamic model of the vehicle is establishedFigure 2As shown, analyze a single vehicle. This model considers the lateral vortex induced force at the rear end of the vehicle body and combines it with a semi empirical nonlinear vortex induced oscillator model to achieve lateral dynamic calculations of the vehicle under vortex induced vibration conditions. The vehicle model consists of 1 body, 2 frames, 4 wheelsets, and 4 elastic suspension drive systems, totaling 11 rigid bodies. The vehicle body and frame have lateral, yaw, and roll degrees of freedom, the wheelset has lateral and yaw degrees of freedom, and the elastic suspension drive system has lateral degrees of freedom. The suspension system between the wheelset and the frame consists of lateral, longitudinal, and vertical positioning stiffness, and the model takes into account a series of rotating arm positioning structures. There are transverse, longitudinal, and vertical secondary suspension stiffness and damping between the vehicle body and the frame. In order to analyze the influence of the stiffness of the series joint of the shock absorber and the stiffness of the oil shock absorber itself on the stability of the vehicle, the shock absorber is modeled using a Maxwell model consisting of springs and dampers in series[26-27]The dynamic model has a total of 29 degrees of freedom, and some parameters are shown inTable 1In order to improve the calculation speed, the wheel rail contact geometry adopts an equivalent taperλTo represent, the tangential force between the wheel and rail is calculated using linear Kalker theory. In the process of vehicle system dynamics calculation, vortex induced forcesFLTo force the vibration load, it is calculated according to equation (3), where the coefficientKLAccording to equation (2), the fluid structure coupling dynamics calculation of vehicle vortex induced vibration is achieved by iteratively interacting the vehicle dynamics model with the vortex induced oscillator model at each integration step.
| 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 |
| KL0 | 0.4 | 静态涡激力系数 |
| csx/(kN·s·m-1) | 800 | 抗蛇行减振器阻尼 |
| csy/(kN·s·m-1) | 25 | 二系横向减振器阻尼 |
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Figure 5To investigate the impact of track irregularities on vehicle vortex induced vibration,Figure 5 (a)、(b)The lateral vibration displacement and acceleration at the rear end of the vehicle body, respectively,Figure 5 (c)、(d)They are the amplification factor of vortex induced force and the lateral response frequency of the rear end of the vehicle body. causeFigure 5It can be seen that: (1) When considering the random excitation of AAR5 level track irregularities, the amplitude of the vehicle body vibration is significantly greater than that of the vehicle body vibration response on smooth tracks. The maximum vibration displacement in the figure is about 30 mm, which is greater thanFigure 3Calculate the displacement in the middle, because the maximum value here is calculated using a random number statistical method of adding the mean and 2.2 times the standard deviation. When the vibration approaches harmonic vibration, the statistical result tends to be larger; (2) When the vortex excitation frequency is 0.7 and 1.5 Hz, resonance occurs when they are close to the natural vibration frequency of the vehicle body shaking and the vehicle snake frequency, respectively. At this time, the amplification factor of the vortex excitation force increases, and the lateral vibration of the vehicle body intensifies. At 1.5 Hz, the lateral vibration acceleration of the vehicle body peaks; (3) When the excitation frequency avoids the resonance range, the amplification factor of vortex excitation force approaches 1, and at this time, the vortex excitation force coefficientKLNear static vortex induced force coefficientKL0The fluid structure coupling effect is weakened, and the influence of vehicle vibration on the wake can be ignored in actual calculation and analysis; (4) The presence or absence of track irregularities has a significant impact on the main frequency of the lateral vibration response of the vehicle body. Smooth tracks do not cause the vehicle body to shake or snake, and the main frequency of the lateral vibration response of the vehicle body is consistent with the wake vortex excitation frequency; (5) When considering the unevenness of the track causing the vehicle to shake and snake motion, when the vortex induced frequency is consistent with the natural frequency of the vehicle's shaking, the main frequency of the lateral vibration response of the vehicle is the natural frequency of the vehicle's shaking. In addition, the lateral vibration response frequency of the vehicle is mainly the frequency of the vehicle's snake motion, which is the frequency locking phenomenon of vortex induced vibration.
Anti snake shock absorber dampingcsxIt has a significant impact on the stability of vehicle snake motion. According to the analysis of vehicle stability, this power vehicle reducescsxBeneficial for improving the stability of vehicle snake motion under low taper angle[29].Figure 8To resist the influence of snake vibration damper damping on the vortex induced vibration of the vehicle body, it can be known that:csxBased on the original design value of 800 kN · s · m-1Reduce to 400 kN · s · m-1At the resonance zone, especially in the snake motion resonance zone, the lateral vibration of the vehicle body is significantly improved, and the maximum lateral vibration acceleration at the rear end of the vehicle body is increased from 2.2 m · s-2Reduced to 1.3 m · s-2The reduction rate is up to 40%, but a too small snake vibration damper damping will increase the displacement amplitude of the body shaking vibration when the natural frequency resonance of the body shaking occurs.
(1) When the power concentrated high-speed train operates in a single track tunnel, due to the large amplitude of lateral vortex induced force on the rear body of the train, and the frequency of vortex induced by the exhaust flow of the train being close to the vehicle's snake frequency, this paper proposes the mechanism of the formation of train tail shaking caused by the resonance of vortex induced vibration on the power body of the high-speed train, and conducts preliminary theoretical research. Calculations show that the amplitude and main frequency of lateral vibration acceleration at the rear end of the train in the vortex induced vibration resonance zone are in good agreement with the measured values of the high-speed train line, but the scientific validity of this viewpoint still needs further verification.
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YAO Yuan, XU Zhen-fei, SONG Ya-dong, SHEN Long-jiang, LI Chuan-long. Mechanism of train tail lateral sway of EMUs in tunnel based on vortex-induced vibration[J]. Journal of Traffic and Transportation Engineering, 2021, 21(5): 114-124. doi: 10.19818/j.cnki.1671-1637.2021.05.010
| 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 |
| KL0 | 0.4 | 静态涡激力系数 |
| csx/(kN·s·m-1) | 800 | 抗蛇行减振器阻尼 |
| csy/(kN·s·m-1) | 25 | 二系横向减振器阻尼 |
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CSV
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