本文選題：軌道車輛 + 車端關(guān)系�。� 參考：《吉林大學(xué)》2017年博士論文

【摘要】：隨著軌道交通行業(yè)的快速發(fā)展,高速動車組的最高運(yùn)行速度不斷提高,使得車輛端部各連接部件的運(yùn)行環(huán)境更加惡劣,對列車運(yùn)行的安全性和平穩(wěn)性有著更嚴(yán)峻的考驗(yàn)和更高的要求。尤其是在列車通過曲線、道岔及變坡點(diǎn)時(shí),車輛各個(gè)部件以及相鄰車端之間的相對運(yùn)動更加劇烈。因此,研究車輛運(yùn)行中相鄰車端的相對位姿及車端連接部件的運(yùn)動狀況,為車輛設(shè)計(jì)提供合理的車端間隙及車端各連接部件的合理布置方案,避免車輛運(yùn)行中相鄰車端各連接部件的運(yùn)動干涉十分必要。車端關(guān)系研究方法包括路試、模擬仿真和臺架試驗(yàn)。路試成本高、危險(xiǎn)性大,模擬仿真可以彌補(bǔ)上述局限,并且試驗(yàn)周期短,適用不同車型及線路。但是模擬仿真要求的輸入?yún)?shù)較多,有大量的近似及簡化過程,與實(shí)際情況有一定差距。相比路試與模擬仿真,臺架試驗(yàn)受外部環(huán)境影響較小,能夠精確復(fù)現(xiàn)路況并開展路試中難以實(shí)現(xiàn)的極限工況測試,通過臺架試驗(yàn)測取車端各部件運(yùn)動參數(shù),可為車輛端部設(shè)計(jì)提供試驗(yàn)依據(jù)。為此,中車長春軌道客車股份有限公司委托吉林大學(xué)開發(fā)研制了車端關(guān)系試驗(yàn)臺,該試驗(yàn)臺可以為列車相鄰的兩個(gè)車端提供六自由度運(yùn)動模擬,本論文以車端關(guān)系試驗(yàn)臺開發(fā)項(xiàng)目為依托,研究內(nèi)容涵蓋以下幾個(gè)方面:(1)搭建列車-軌道系統(tǒng)動力學(xué)模型軌道模型由Frenet標(biāo)架進(jìn)行描述,給定軌道中心線上每一點(diǎn)的曲率半徑、超高以及豎曲線對應(yīng)的垂向坐標(biāo)可計(jì)算出軌道的所有信息。建立3節(jié)車輛編組的列車模型,相鄰車輛之間通過車端連接裝置相連,每節(jié)車輛包含1個(gè)車體、2個(gè)構(gòu)架和4個(gè)輪對,共42個(gè)自由度。建立車端連接裝置動力學(xué)模型,包括車鉤、車間減振器和風(fēng)擋。車輛和軌道之間通過輪軌接觸力耦合,建立包括輪軌接觸幾何關(guān)系、輪軌法向力和輪軌蠕滑力的輪軌接觸模型。(2)研究車端關(guān)系試驗(yàn)臺設(shè)計(jì)方案本文所設(shè)計(jì)的車端關(guān)系試驗(yàn)臺由兩個(gè)六自由度運(yùn)動平臺、14個(gè)作動器和兩個(gè)車端模擬裝置組成。通過協(xié)調(diào)控制14個(gè)作動器的運(yùn)動驅(qū)動兩個(gè)六自由度平臺運(yùn)動,以模擬實(shí)際列車運(yùn)行時(shí)的車端運(yùn)動姿態(tài)。試驗(yàn)臺測量系統(tǒng)主要負(fù)責(zé)完成車端關(guān)系試驗(yàn)過程中相關(guān)數(shù)據(jù)的測量與采集,控制系統(tǒng)主要負(fù)責(zé)對試驗(yàn)臺輸入控制指令,協(xié)調(diào)各個(gè)作動器的伸縮量,實(shí)現(xiàn)運(yùn)動平臺的控制。監(jiān)控系統(tǒng)用于監(jiān)控試驗(yàn)臺各部件的試驗(yàn)狀態(tài),確保試驗(yàn)的安全可靠。(3)研究車端關(guān)系試驗(yàn)臺試驗(yàn)譜求解算法求解試驗(yàn)臺作動器的控制指令是在試驗(yàn)臺上實(shí)現(xiàn)車端運(yùn)動姿態(tài)模擬的前提及關(guān)鍵技術(shù)。將軌道、列車和試驗(yàn)臺作為一個(gè)系統(tǒng)進(jìn)行研究,通過空間坐標(biāo)位姿變換和位姿反解,從列車在線路運(yùn)行時(shí)的位姿求解作動器的實(shí)時(shí)伸縮量。針對列車-試驗(yàn)臺系統(tǒng)運(yùn)動學(xué)模型和動力學(xué)模型兩種不同模型提出兩種試驗(yàn)譜求解算法。采用仿真分析求解14個(gè)作動器的控制指令,并對兩種方法求解得到的控制指令進(jìn)行對比分析。(4)基于仿真分析的車端相對位姿求解為確保臺架試驗(yàn)的安全可靠,在臺架試驗(yàn)之前建立車端關(guān)系試驗(yàn)臺虛擬樣機(jī)模型,將前面求解得到的14個(gè)作動器控制指令作為試驗(yàn)譜一一對應(yīng)輸入到所建模型中,通過仿真分析判斷試驗(yàn)譜是否能夠運(yùn)用到臺架試驗(yàn)中。同時(shí)求解得到車端的相對位姿,以便與臺架試驗(yàn)的車端相對位姿實(shí)測數(shù)據(jù)進(jìn)行對比分析,驗(yàn)證臺架試驗(yàn)結(jié)果的準(zhǔn)確性。(5)基于臺架試驗(yàn)的車端相對位姿求解在仿真分析確認(rèn)試驗(yàn)安全可行后,開展臺架試驗(yàn),對相鄰車端在線路運(yùn)行時(shí)的相對運(yùn)動進(jìn)行模擬。將臺架試驗(yàn)實(shí)測數(shù)據(jù)與仿真分析結(jié)果進(jìn)行對比分析,驗(yàn)證試驗(yàn)的準(zhǔn)確性。通過試驗(yàn)所測取的車端相對位姿結(jié)果計(jì)算得到車鉤擺角、風(fēng)擋折角、車端錯(cuò)距以及兩相鄰車端墻的最小距離,對列車在線路運(yùn)行時(shí)的車端運(yùn)動狀態(tài)進(jìn)行評價(jià)。針對不同的線路條件,進(jìn)行臺架試驗(yàn),并對不同的測試結(jié)果進(jìn)行對比分析。
[Abstract]:With the rapid development of the rail transportation industry, the maximum speed of the high speed EMU is increasing, which makes the operating environment of the connecting parts of the end of the vehicle worse. It has a more severe test and higher requirement for the safety and stability of the train operation, especially when the train passes through the curve, switch and slope point. The relative motion between the parts and the adjacent vehicle ends is more intense. Therefore, the relative position and position of the adjacent vehicle end and the movement of the connecting parts of the vehicle end are studied, so as to provide a reasonable plan for the design of the end gap and the connecting parts of the vehicle end for the vehicle design, so as to avoid the movement of the connecting parts of the adjacent vehicles during the running of the vehicle. It is very necessary. The research methods of vehicle end relationship include road test, simulation simulation and bench test. The road test cost is high, and the simulation simulation can make up the above limitations. The simulation simulation can make up the above limitations, and the test cycle is short, it is suitable for different models and lines. However, there are many input parameters, a large number of approximation and simplification process, and one of the actual conditions. Compared to the road test and Simulation simulation, the bench test is less affected by the external environment. It can accurately reappear the road conditions and carry out the extreme condition test which is difficult to realize in the road test. Through the bench test, the motion parameters of each part of the vehicle can be measured, and the test basis can be provided for the end of the vehicle design. To this end, the Changchun railway passenger car Limited by Share Ltd of Zhong car is used. Jilin University has developed and developed a vehicle end relationship test platform, which can provide six degrees of freedom motion simulation for two adjacent train ends of the train. This paper is based on the development project of the vehicle end relationship test platform. The research content covers the following aspects: (1) building the model track model of the train track system dynamics model by the Frenet frame. Line description, given the curvature radius of each point on the center line of the track, the vertical coordinate corresponding to the vertical curve, all the information of the track can be calculated. A train model of 3 sections of vehicles is set up. The adjacent vehicles are connected by the end connection device, each vehicle contains 1 vehicles, 2 frames and 4 wheels, and a total of 42 degrees of freedom. The dynamic model of the terminal connection device includes the coupler, the workshop damper and the windshield. Between the wheel rail contact force coupling between the vehicle and the track, the wheel rail contact geometric relationship, the wheel rail normal force and the wheel rail creep force are established. (2) the design scheme of the vehicle end relation test rig is designed in this paper. Two six degrees of freedom motion platform, 14 actuators and two terminal simulation devices. Through coordinated control of the motion of 14 actuator, two six degrees of freedom platform motion is used to simulate the movement attitude of the actual train at the end of the train. The test system is mainly responsible for the measurement of related data in the test process of the vehicle end relationship and the measurement of the related data. Collecting, the control system is mainly responsible for the input control instruction to the test rig, coordinate the expansion of each actuator and realize the control of the motion platform. The monitoring system is used to monitor the test state of the test rig and ensure the safety and reliability of the test. (3) study the control point of the test bench for the test bench. It is the premise and key technology to simulate the motion posture simulation on the vehicle end on the test bench. The track, train and test bench are studied as a system. Through the spatial coordinate position and posture transformation and position attitude inverse solution, the real-time expansion of the actuator is solved from the position and posture of the train in the line running. Two different models of dynamic model are proposed for two test spectrum solving algorithms. The control instructions of 14 actuators are solved by simulation analysis, and the control instructions obtained by the two methods are compared and analyzed. (4) the solution of the relative position of the vehicle end based on the simulation analysis is safe and reliable to ensure the bench test, and it is established before the bench test. The virtual prototype model of the vehicle end relationship test rig is modeled by the 14 actuator control instructions obtained in front of the model as one of the test spectra and input into the model. By simulation analysis, it can be used to determine whether the test spectrum can be applied to the bench test. At the same time, the relative position and posture of the vehicle end are obtained so as to be relative to the end of the bench test. The test data is compared and analyzed to verify the accuracy of the test results of the bench. (5) the relative position and posture of the vehicle end based on the bench test is safe and feasible after the simulation analysis and confirmation test. The bench test is carried out to simulate the relative motion of the adjacent vehicle end in the line running. The test data of the bench test and the simulation analysis result are compared. To verify the accuracy of the test, by calculating the relative position and posture of the vehicle end of the test, the coupler swing angle, the windshield angle, the vehicle end error and the minimum distance between the two - phase car end wall are calculated. The train's motion state is evaluated when the train runs on the line. The bench test is carried out against different line road conditions, and the different test knots are carried out. The results were compared and analyzed.
【學(xué)位授予單位】：吉林大學(xué)
【學(xué)位級別】：博士
【學(xué)位授予年份】：2017
【分類號】：U270.14

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