[1]刘鹏飞,罗林涛,闫一凡,等.高速磁浮单车模型与列车模型动力学性能仿真对比[J].机车电传动,2020,(06):30-37.[doi:10.13890/j.issn.1000-128x.2020.06.007]
 LIU Pengfei,LUO Lintao,YAN Yifan,et al.Dynamic Performance Comparisons of High-speed Maglev Single Vehicle Model and Marshalling Train Model[J].Electric Drive for Locomotives,2020,(06):30-37.[doi:10.13890/j.issn.1000-128x.2020.06.007]
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高速磁浮单车模型与列车模型动力学性能仿真对比()
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机车电传动[ISSN:1000-128X/CN:43-1125/U]

卷:
期数:
2020年06期
页码:
30-37
栏目:
磁浮技术专栏
出版日期:
2020-11-10

文章信息/Info

Title:
Dynamic Performance Comparisons of High-speed Maglev Single Vehicle Model and Marshalling Train Model
文章编号:
1000-128X(2020)06-0030-08
作者:
刘鹏飞1罗林涛2闫一凡3齐洪峰3高昊1
(1. 石家庄铁道大学,河北石家庄 050043;2. 中车山东机车车辆有限公司,山东济南 250000;3. 中车工业研究院有限公司,北京 100070)
Author(s):
LIU Pengfei1 LUO Lintao2 YAN Yifan3 QI Hongfeng3 GAO Hao1
(1. Shijiazhuang Tiedao University, Shijiazhuang, Hebei 050043, China; 2. CRRC Shandong Co., Ltd., Jinan, Shandong 250000, China; 3. CRRC Academy Co., Ltd., Beijing 100070, China)
关键词:
磁浮列车动力学性能曲线通过仿真分析
Keywords:
maglev train dynamic performance curving negotiate simulation
分类号:
U237
DOI:
10.13890/j.issn.1000-128x.2020.06.007
文献标志码:
A
摘要:
以高速磁浮列车为研究对象,建立了单车与列车多体动力学模型,设置了不同速度下的直线和平面曲线的线路考核工况,研究了磁浮单车模型和列车模型在高速走行条件下的动力学性能,从悬浮与导向能力、振动水平等角度对建模方法带来的动力学差异进行了分析。研究表明,车间动态耦合作用主要影响着车辆的悬浮性能;在直线线路上,列车模型计算的悬浮力和悬浮间隙相比于单车模型最大增幅分别可达5 kN和0.4 mm;在曲线运行条件下,列车模型悬浮力与车体垂向加速度相比于单车模型分别增大了约5 kN和 0.09 m/s2;不同建模方式对磁浮车辆的横向动力作用及振动水平影响较小。
Abstract:
Taking the high-speed maglev train as research object, the multi-body dynamic model of single vehicle and marshaling train were established. For the different running speeds, the line evaluation conditions of straight line and horizontal curves were set. The dynamic performances of maglev single vehicle model and train model were investigated under high-speed running conditions. The dynamic difference induced by the modeling method was analyzed from the aspects of levitation and guidance ability, vibration level and so on. The research showed that, the dynamic coupling effect between vehicles mainly affected the levitation performance. On straight line, the maximum increases of levitation force and gap calculated by the train model could reach 5 kN and 0.4 mm respectively compared with that of the single-vehicle model. In curve negotiation condition, the levitation force and carbody vertical acceleration obtained from the train model increased by about 5 kN and 0.09 m/s2 respectively with respect to that of the single-vehicle model. The different modeling methods had little influence on the lateral dynamic interaction and vibration level of maglev vehicle.

参考文献/References:

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备注/Memo

备注/Memo:
作者简介:刘鹏飞(1986—),男,博士,副教授,现从事机车车辆动力学、列车轨道耦合动力学相关研究工作。
更新日期/Last Update: 2020-11-10