側(cè)風(fēng)擾動對高鐵車輛運(yùn)用的安全穩(wěn)定性影響
發(fā)布時間：2018-10-13 15:49
【摘要】：從高鐵車輛運(yùn)行安全性角度講,側(cè)風(fēng)擾動問題必須要給予足夠重視。根據(jù)閉環(huán)系統(tǒng)穩(wěn)定分析,高速列車穩(wěn)定魯棒性能是確保高鐵運(yùn)用持續(xù)穩(wěn)定安全運(yùn)營的重要技術(shù)保障指標(biāo)之一�？紤]到服役條件具有不確定性和復(fù)雜性,提出了大尺度攝動保守研究觀點(diǎn),即以標(biāo)稱模型作為基準(zhǔn),確定高鐵車輛所能承受的最大允許攝動尺度。 結(jié)合歐系車構(gòu)造特點(diǎn),針對瞬態(tài)和穩(wěn)態(tài)兩種類型側(cè)風(fēng)擾動對穩(wěn)定性能的影響,闡述了對車體擾動的有界性與高速列車的穩(wěn)定魯棒性。穩(wěn)態(tài)工況選擇的是曲線橫風(fēng)作為典型工況,而不是直線橫風(fēng)。以車輪減載率不得大于0.6作為強(qiáng)制性安全指標(biāo),得到了車體抗側(cè)風(fēng)能力與車速的關(guān)系曲線,這與高鐵運(yùn)用允許最高風(fēng)速15m/s非常吻合。而瞬態(tài)工況以駛離隧道時尾流擾動作為典型工況。以三車編組作為研究對象,選取如下4種穩(wěn)定性態(tài)進(jìn)行對比分析：動車組轉(zhuǎn)向架原配、長編列車轉(zhuǎn)向架原配、長編轉(zhuǎn)向架現(xiàn)場調(diào)控和轉(zhuǎn)向架最優(yōu)配置�；谖擦鲾_動的車體抗側(cè)風(fēng)擾動能力對比分析表明：以車軸橫向力作為安全極限準(zhǔn)則,轉(zhuǎn)向架原配下車體抗側(cè)風(fēng)能力最差；現(xiàn)場調(diào)控與最優(yōu)配置下車體具有相同的抗側(cè)風(fēng)擾動能力；轉(zhuǎn)向架優(yōu)配下列車具有十分理想的穩(wěn)定魯棒性能。 由此可見,高鐵運(yùn)用存在2個基本不穩(wěn)定問題：轉(zhuǎn)向架穩(wěn)定裕度不充裕問題和高速列車穩(wěn)定魯棒性問題,并造成諸多的典型振動失效,因而必須采用大尺度攝動保守研究觀點(diǎn)以改善列車穩(wěn)定魯棒性能。由于軸箱懸掛高阻抗,不能采用2Hz采樣濾波數(shù)據(jù)計算車輪減載率。特別是在曲線橫風(fēng)下,400km/h檢軌列車必須降速行駛。基于三車編組的尾流擾動對比分析表明：轉(zhuǎn)向架參數(shù)配置直接影響高速列車穩(wěn)定魯棒性能。動車組原配轉(zhuǎn)向架,其列車抗側(cè)風(fēng)擾動能力最差；無論長編原配還是現(xiàn)場調(diào)控,其穩(wěn)定魯棒性能都較差。若歐系車能夠?qū)崿F(xiàn)轉(zhuǎn)向架的統(tǒng)一優(yōu)配,則不僅具有較強(qiáng)的抗側(cè)風(fēng)擾動能力,而且其穩(wěn)定魯棒性能最佳。盡管在優(yōu)配下經(jīng)濟(jì)速度可達(dá)350km/h,但考慮到高鐵線路服役條件尚具有相當(dāng)程度的不確定性和復(fù)雜性,300km/h是最佳的商業(yè)運(yùn)營速度。 本文的課題研究工作得到如下項目資助：1、國家科技支撐計劃：中國高速列車關(guān)鍵技術(shù)研究及裝備研制(2009BAG12A01)之共性基礎(chǔ)及系統(tǒng)集成技術(shù)；2、鐵道部科技研究開發(fā)計劃課題：高速轉(zhuǎn)向架安全穩(wěn)定性裕度可調(diào)控性研究(2011J013-B)；3、西南交通大學(xué)牽引動力國家重點(diǎn)實驗室開放課題：高鐵車輛安全穩(wěn)定性裕度可調(diào)控性理論研究(TPL1102)。
[Abstract]:From the point of view of operational safety of high-speed railway vehicles, the problem of crosswind disturbance must be given enough attention. According to the closed-loop system stability analysis, the robust performance of high-speed train stability is one of the important technical guarantee indexes to ensure the continuous and stable operation of high-speed train. Considering the uncertainty and complexity of service conditions, a conservative view of large-scale perturbation is put forward, that is, the maximum allowable perturbation scale for high-speed railway vehicles can be determined by using the nominal model as the benchmark. Based on the structural characteristics of the Euclidean vehicle, the boundedness of the vehicle body disturbance and the stability robustness of the high-speed train are discussed in view of the influence of transient and steady wind disturbances on the stability performance. In steady state, curve crosswind is chosen as typical condition, rather than straight crosswind. Taking the wheel load reduction ratio not greater than 0.6 as the mandatory safety index, the curve of the relationship between the cross-wind resistance of the car body and the speed of the vehicle is obtained, which is in good agreement with the 15m/s of the maximum allowable wind speed in the use of high-speed rail. The transient condition is the wake disturbance when leaving the tunnel. Taking the three-car formation as the research object, the following four stability states are selected for comparative analysis: the original bogie of the EMU, the original bogie of the long train, the field regulation and control of the long train bogie and the optimal configuration of the bogie. The comparative analysis of the anti-crosswind disturbance ability of the car body based on the wake disturbance shows that the cross-wind resistance ability of the bogie is the worst when the lateral force of the axle is taken as the safety limit criterion. The field control has the same ability of resisting cross-wind disturbance as the car body under the optimal configuration, and the optimal allocation of the bogie has a very ideal stable robust performance. From this we can see that there are two basic instability problems in the operation of high-speed railway: the problem of insufficient stability margin of bogies and the stability robustness of high-speed trains, which results in many typical vibration failures. Therefore, it is necessary to adopt the conservative viewpoint of large-scale perturbation to improve the robust performance of train stability. Because of the high impedance of axle box suspension, 2Hz sampling filter data can not be used to calculate wheel load reduction rate. Especially under the curve cross-wind, the 400km/h track check train must go down speed. The contrast analysis of wake disturbance based on three-car marshalling shows that the configuration of bogie parameters directly affects the robust performance of high-speed train stability. The original bogie of EMU has the worst ability of resisting cross-wind disturbance, and its stability robustness is poor, whether it is made up of long train or adjusted on the spot. If the Euclidean car can achieve the uniform optimization of the bogie, it will not only have a strong ability to resist cross-wind disturbance, but also have the best stability and robustness. Although the economic speed can reach 350 km / h, 300km/h is the best commercial operation speed considering the uncertainty and complexity of the service conditions of high-speed railway lines. The research work of this paper is supported by the following projects: 1, the national science and technology support plan: the common foundation and system integration technology of China High Speed Train key Technology Research and equipment Development (2009BAG12A01); 2. Research and Development Project of Ministry of Railways: study on Safety and Stability margin of High Speed Bogie (2011J013-B); 3, Open subject of the State key Laboratory of traction Power of Southwest Jiaotong University: research on the Theory of Safety and Stability margin of High-speed Railway vehicles (TPL1102).
【學(xué)位授予單位】：大連交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2013
【分類號】：U298;U270.11
本文編號：2269157
[Abstract]:From the point of view of operational safety of high-speed railway vehicles, the problem of crosswind disturbance must be given enough attention. According to the closed-loop system stability analysis, the robust performance of high-speed train stability is one of the important technical guarantee indexes to ensure the continuous and stable operation of high-speed train. Considering the uncertainty and complexity of service conditions, a conservative view of large-scale perturbation is put forward, that is, the maximum allowable perturbation scale for high-speed railway vehicles can be determined by using the nominal model as the benchmark. Based on the structural characteristics of the Euclidean vehicle, the boundedness of the vehicle body disturbance and the stability robustness of the high-speed train are discussed in view of the influence of transient and steady wind disturbances on the stability performance. In steady state, curve crosswind is chosen as typical condition, rather than straight crosswind. Taking the wheel load reduction ratio not greater than 0.6 as the mandatory safety index, the curve of the relationship between the cross-wind resistance of the car body and the speed of the vehicle is obtained, which is in good agreement with the 15m/s of the maximum allowable wind speed in the use of high-speed rail. The transient condition is the wake disturbance when leaving the tunnel. Taking the three-car formation as the research object, the following four stability states are selected for comparative analysis: the original bogie of the EMU, the original bogie of the long train, the field regulation and control of the long train bogie and the optimal configuration of the bogie. The comparative analysis of the anti-crosswind disturbance ability of the car body based on the wake disturbance shows that the cross-wind resistance ability of the bogie is the worst when the lateral force of the axle is taken as the safety limit criterion. The field control has the same ability of resisting cross-wind disturbance as the car body under the optimal configuration, and the optimal allocation of the bogie has a very ideal stable robust performance. From this we can see that there are two basic instability problems in the operation of high-speed railway: the problem of insufficient stability margin of bogies and the stability robustness of high-speed trains, which results in many typical vibration failures. Therefore, it is necessary to adopt the conservative viewpoint of large-scale perturbation to improve the robust performance of train stability. Because of the high impedance of axle box suspension, 2Hz sampling filter data can not be used to calculate wheel load reduction rate. Especially under the curve cross-wind, the 400km/h track check train must go down speed. The contrast analysis of wake disturbance based on three-car marshalling shows that the configuration of bogie parameters directly affects the robust performance of high-speed train stability. The original bogie of EMU has the worst ability of resisting cross-wind disturbance, and its stability robustness is poor, whether it is made up of long train or adjusted on the spot. If the Euclidean car can achieve the uniform optimization of the bogie, it will not only have a strong ability to resist cross-wind disturbance, but also have the best stability and robustness. Although the economic speed can reach 350 km / h, 300km/h is the best commercial operation speed considering the uncertainty and complexity of the service conditions of high-speed railway lines. The research work of this paper is supported by the following projects: 1, the national science and technology support plan: the common foundation and system integration technology of China High Speed Train key Technology Research and equipment Development (2009BAG12A01); 2. Research and Development Project of Ministry of Railways: study on Safety and Stability margin of High Speed Bogie (2011J013-B); 3, Open subject of the State key Laboratory of traction Power of Southwest Jiaotong University: research on the Theory of Safety and Stability margin of High-speed Railway vehicles (TPL1102).
【學(xué)位授予單位】：大連交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2013
【分類號】：U298;U270.11
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