Volume 10 Issue 4
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Article Contents
Abstract
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0. introduction
1. Structural selection of steel-concrete composite truss bridge
2. 矩形钢管混凝土组合桁梁桥结构力学性能分析
3. Technical and Economic Analysis of Rectangular Steel Tube Concrete Composite Truss Bridge
4. conclusion
References
Article Navigation >  Journal of Traffic and Transportation Engineering  > 2010  >  10(4): 50-57
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LUO Ren, WU Ping-bo, LIU Bin-bin. Constant air gap control simulation of linear induction motor of metro vehicle[J]. Journal of Traffic and Transportation Engineering, 2010, 10(4): 50-57. doi: 10.19818/j.cnki.1671-1637.2010.04.009
Citation: LUO Ren, WU Ping-bo, LIU Bin-bin. Constant air gap control simulation of linear induction motor of metro vehicle[J]. Journal of Traffic and Transportation Engineering, 2010, 10(4): 50-57. doi: 10.19818/j.cnki.1671-1637.2010.04.009
shu

Constant air gap control simulation of linear induction motor of metro vehicle

doi: 10.19818/j.cnki.1671-1637.2010.04.009

  • Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

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  • Author Bio:

    LUO Ren(1979-), male, lecturer, PhD, +86-28-86466085, luorenswjtu@tom.com

  • Received Date: 2010-03-10
  • Publish Date: 2010-08-25
    Abstract
  • In order to research the influence of suspension types of linear induction motor(LIM)on the dynamics performance of vehicle system, and further decrease the air gap fluctuation of LIM and reduce wheel-rail impact by using active suspension, the multi-body dynamics model of metro vehicle was set up.The electromagnetic force model of LIM was built by using classical electromagnetic theory.The model of constant air gap control system with electromechanical actuator was established.The constant air gap control strategy and its influence on the vehicle's dynamics were studied by numerical simulation.Simulation result shows that the air gap change is mainly caused by the change of load when large-deflection primary suspension and LIM frame suspension are adopted, its frequency is very low, so the constant air gap control of LIM is easy to carry out.The control can guarantee that the vehicle meets the requirement of air gap under different load conditions, vertical wheel-rail interaction force reduces by about 10 kN, and the comfort index decreases by about 0.1.Moreover, the dynamics performance of the vehicle will be improved campared with traditional LIM vehicle, and its traction force is smoother.

     

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    Disclaimer: The English version of this article is automatically generated by Baidu Translation and only for reference. We therefore are not responsible for its reasonableness, correctness and completeness, and will not bear any commercial and legal responsibilities for the relevant consequences arising from the English translation.

    Compared with concrete beam bridges, steel-concrete composite bridges have the characteristics of lightweight, high strength, energy saving, environmental protection, earthquake resistance, and excellent life cycle. As a type of steel-concrete composite bridge, steel-concrete composite truss bridge is based on the optimized structural form of the concrete box girder web and bottom plate. After the concrete box girder web and bottom plate are replaced by a truss system, the advantage of clear stress on the truss system increases the utilization rate of structural materials and greatly reduces the self weight of the structure. Therefore, this type of bridge is increasingly favored and concerned by engineers and scholars.

    Figure  1.  Joint connection of rectangular steel tubes
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    Figure  2.  Joint connection of circular steel tubes
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    Figure  3.  Manufacture and deposition of rectangular steel tubes
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    1.1 overall design

    1.1.1   边中跨比

    The aspect ratio is an important parameter in the overall design of bridges, which directly affects the stress state and steel consumption of the structure. From the perspective of stress, the edge to mid span ratio should be taken as 0.6~0.8. At this point, the bending moment at the edge to mid span and the bending moment at the mid span are relatively close, and the structural bending moment distribution is uniform. From the perspective of standard assembly, the side span and mid span should be taken as the same span. In this case, the bending moment in the mid span of the side span is greater than that in the mid span, resulting in a significantly higher steel consumption for the side span chord than for the mid span chord. From the perspective of bridge aesthetics, after equal span arrangement, the bridge line appears simple, clear, and rhythmic.

    Figure  4.  Manufacture and deposition of circular steel tubes
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    1.1.2   高跨比

    The height to span ratio is another important design parameter for bridge design, which is closely related to the steel consumption of composite truss bridges,Figure 5The relationship between the amount of steel used and the height to span ratio for a 4 × 70m standard span composite truss bridge (bridge width 12.75m).

    1.2 主桁选型

    Figure  5.  Relationship of depth-span ratio and steel quality
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    1.3 横断面选型

    1.4 桥面板选型

    Figure  6.  Elevation of main truss
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    Figure  7.  Cross section
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    Figure  8.  Precast bridge deck slab
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    1.5 Rod selection

    Table  1.  Type selection and advantages of member bars
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    Figure  9.  Cross section of chord
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    1.6 节点选型

    Figure  10.  Traditional joint of steel trussed girder
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    Figure  11.  Integral welded joint
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    Figure  12.  Rectangular steel tube with PBL stiffeners
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    1.7 连接构造

    The connection structure of rectangular steel-concrete composite truss bridge is mainly divided into two parts: the connection structure between the main truss segment units and the connection structure between the bridge deck assembly units and the main truss segment units.

    1.7.1   主桁节段单元之间的连接构造

    The on-site splicing method between the main truss segment units directly determines the overall construction quality of the main truss. The final selection of the splicing joint between the main truss segment units in this design is a combination of built-in flanges and outer ring welding. This connection method first uses bolts and splicing plates to connect the built-in flanges, smoothly positioning the steel truss segment, and then welding the outer ring steel plate. Compared with previous external flanges, the joint connection of internal flange and outer ring welding is more reliable and aesthetically pleasing（Figure 13、14）.

    1.7.2   桥面板装配单元与主桁节段单元的连接构造

    The connection structure between the bridge deck assembly unit and the main truss segment unit is directly related to the combination effect of the bridge deck and the main truss. The connection structure needs to consider the following factors: the truss node is the key structure for structural force transmission. In order to ensure the reliable force transmission of the bridge deck and the upper chord node, shear studs at the transverse wet joint need to be densely arranged（Figure 15）In order to match the shear slots in the bridge deck assembly unit, the shear studs at the main truss corresponding to the shear slots also need to be arranged in groups.

    Figure  13.  Elevation of joint
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    Figure  14.  Cross section of joint
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    Figure  15.  Shear studs layout
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    2.1 Overall mechanical performance analysis

    2.1.1   static behavior
    Figure  16.  Bridge configuration
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    Figure  17.  Stresses at construction stage
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    Figure  18.  Stresses at completion bridge state
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    Table  2.  Key member bar dimensions of 50-80mspan composite truss bridge
     | Show Table
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    Based on the above analysis, the design of tension rods should fully utilize the advantages of good tensile performance of steel, while the design of compression rods should fully utilize the mechanical performance advantages of high compressive bearing capacity of steel-concrete components, while taking into account the insufficient compressive stability of steel pipes.

    Figure  19.  Comparison of bearing capacities of K-compressive branch jonits
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    2.1.2   seismic response

    Table  3.  Comparison of seismic performances of bridge types
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    In summary, based on the initial input seismic force, the seismic performance of rectangular steel-concrete composite truss bridges is significantly better than that of prestressed concrete variable cross-section continuous beam bridges.

    2.2 Analysis of Effective Width of Bridge Deck

    Due to the large distance between the two main trusses of the rectangular steel-concrete composite truss bridge, the shear lag effect of the bridge deck is significant. Especially at the fulcrum, the shear force is large and the bridge deck is in tension. The shear lag effect reduces the effective tensile area of the bridge deck. When calculating the crack width of the bridge deck, the effective width of the bridge deck must be considered. In design, the effective width coefficient of the bridge deck is generally used to consider the shear lag effect. The effective width coefficient of the bridge deck is the ratio of the effective distribution width of the bridge deck to the actual width. Taking the 4 × 70m rectangular steel tube concrete composite truss bridge as an example (bridge width 12.75m), the effective width coefficient at the midpoint is calculated based on domestic and foreign standards and finite element analysis.

    2.2.1   Domestic and international standard calculation results

    Table 4Listed the effective width coefficient of the pivot point calculated according to domestic and international standards.

    Table  4.  Coefficients of effective width
     | Show Table
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    2.2.2   Finite element analysis calculation results

    The effective distribution width of the bridge deck is

    In the formula:σxNormal stress in the cross-section of the wing edge;σx, maxThe maximum normal stress in the cross-section of the wing edge;beThe effective distribution width of the wing edge;brThe actual width of the wing edge;xCalculate the location of stress points for the bridge deck panel.

    When using the finite element method to analyze the effective width of the bridge deck, the stress and element division size can be calculated based on the transverse division positions of the bridge deck elements, and then approximated using equation (2)

    In the formula:σiFor bridge deck panelsiThe normal stress at the corresponding point of the horizontal block;biFor bridge deck panelsiHorizontal block length;σmaxThe maximum transverse normal stress of the bridge deck.

    Figure  20.  Bridge deck slab
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    The stress calculation results of the finite element space model are shown inFigure 21According to equation (3), the effective width coefficient at the fulcrum is 0.899. Compared with the calculation results of domestic and foreign standards, finite element analysis is more targeted, and the calculation results are more accurate and safe. Therefore, the effective width coefficient at the fulcrum in this design is based on the finite element calculation results, and is ultimately taken as 0.899.

    Figure  21.  Stress of bridge deck slab
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    2.3 Mechanical Performance Analysis of Negative Bending Moment Zone

    The mechanical performance analysis of the negative bending moment zone has always been a difficult point in the design of steel-concrete composite beams, because in the negative bending moment zone, the concrete bridge deck is under tension, and the concrete itself is prone to cracking. This design adopts partial combination connection technology in the negative bending moment zone - anti pull and non shear connection bolts[27-28]To optimize the mechanical properties of this area. Taking the 4 × 70 m rectangular steel tube concrete composite truss bridge as a calculation example, the mechanical properties of the negative bending moment zone are analyzed.

    Comparing the maximum axial tension envelope results of bridge decks under short-term load effect combinations using new anti pull and non shear connection bolts and traditional connection bolts in the negative bending moment zone. causeFigure 22It can be seen that when using the new anti pull and non shear connection bolts, the maximum axial tension of the pier top bridge deck under the short-term load effect combination is 1301kN. When using traditional connection bolts, the maximum axial tension of the bridge deck is 5277N. It can be seen that using the new anti pull and non shear connection bolts in the negative bending moment zone reduces the axial tension of the bridge deck by 75.3%, effectively improving the crack resistance performance of the bridge deck.

    Figure  22.  Comparison of maximum axial tensions of bridge deck slabs
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    3.1 economic analysis

    Compared with prestressed concrete box girder bridges, rectangular steel tube concrete composite truss bridges use slightly more steel, but significantly less concrete. Therefore, the weight of the upper structure will be greatly reduced, effectively reducing the reinforcement ratio of the bridge piers and the amount of foundation engineering. In addition, the reduction of the weight of the upper structure is very beneficial for the seismic fortification of the lower structure.

    In order to conduct an intuitive economic analysis, a comparison case is now made between Scheme 1 equal section rectangular steel tube concrete composite truss bridge and Scheme 2 variable section prestressed concrete box girder bridge: Scheme 1 has a span arrangement of 4 × 70m=280m, a bridge width of 12.75m, and a main beam cross-section of two main trusses; Scheme 2 has a span arrangement of (50+90+90+50) m=280m, The bridge width is 12.75m, and the cross-section of the main beam is a single box single room.

    causeFigure 23~25It can be seen that the ratio of steel consumption, concrete consumption, and upper structure quality between Scheme 1 and Scheme 2 is 1.241, 0.485, and 0.575, respectively. This indicates that compared with the rectangular steel tube concrete composite truss bridge, although the steel consumption is slightly reduced, the concrete consumption and upper structure quality are significantly increased, and the lower structure engineering and foundation engineering also need to be correspondingly increased. The rectangular steel tube concrete composite truss bridge has a lightweight structure, high material utilization rate, low engineering cost, and obvious economic advantages.

    3.2 技术性分析

    Medium span and large-span prestressed concrete box girder bridges generally use cantilever construction method, with complex construction processes such as concrete formwork, steel bar binding, and prestressed tensioning（Figure 26、27）During the construction process, precise monitoring of the structural assembly line shape is required, and the construction period is long. Especially in the western mountainous areas, the collection of sand and stone materials on site during the construction of prestressed concrete box girder bridges can seriously damage the local ecological environment.

    Figure  23.  Steel masses
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    Figure  24.  Concrete masses
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    Figure  25.  Superstructure masses
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    Compared with prestressed concrete box girder bridges, the rectangular steel tube concrete composite truss bridge has a rectangular steel tube truss as the upper main structure, which can be prefabricated in standardized sections in the factory. The quality of component manufacturing is controllable. After the standard prefabricated sections are delivered to the site, they can be assembled conveniently and quickly using cantilever, lifting, and pushing construction methods（Figure 28、29）At the same time, with only a small amount of on-site wet welding work, prefabricated bridge decks and steel main trusses can be assembled through shear studs, and the construction of the upper structure can be fully prefabricated, standardized, and assembled.

    Figure  26.  Cast-in-cantilever
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    Figure  27.  Prestress tension
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    Figure  28.  Hoisting construction
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    (1) A new type of prefabricated bridge structure, the rectangular steel-concrete composite truss bridge, has been proposed, which can provide reference for the design of prefabricated bridges for highways with spans over 50 meters in China.

    Figure  29.  Cantilever construction[2]
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