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胶轮地铁柔性系数计算及其适用性分析
Flexibility coefficient calculation of rubber tyred metro and its applicability analysis
- 机车电传动 2023年第2期 页码：65-70
- 作者机构：
1.重庆交通大学 轨道交通研究院，重庆 400074
2.中车株洲电力机车有限公司，湖南 株洲;412001
- 作者简介：
杜子学（1962—）,男，博士，教授，研究方向为现代车辆设计方法与理论；E-mail: aaadzx@163.com
- 基金信息：城市轨道交通车辆系统集成与控制重庆市重点实验室开放课题基金(CKLURTSIC-KFKT-202003)
DOI：10.13890/j.issn.1000-128X.2023.02.007
中图分类号： U231纸质出版日期：2023-03-10，
收稿日期：2021-12-28，
修回日期：2022-11-26，
- 稿件说明：
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杜子学, 唐恬, 杨震, 等. 胶轮地铁柔性系数计算及其适用性分析[J]. 机车电传动, 2023(2): 65-70.
DU Zixue, TANG Tian, YANG Zhen, et al. Flexibility coefficient calculation of rubber tyred metro and its applicability analysis[J]. Electric Drive for Locomotives,2023(2): 65-70.
杜子学, 唐恬, 杨震, 等. 胶轮地铁柔性系数计算及其适用性分析[J]. 机车电传动, 2023(2): 65-70. DOI： 10.13890/j.issn.1000-128X.2023.02.007.
DU Zixue, TANG Tian, YANG Zhen, et al. Flexibility coefficient calculation of rubber tyred metro and its applicability analysis[J]. Electric Drive for Locomotives,2023(2): 65-70. DOI： 10.13890/j.issn.1000-128X.2023.02.007.
摘要
胶轮地铁车辆拥有三系悬挂系统和胶轮、钢轮两套走行系统，钢轮作为安全轮仅在爆胎和过岔工况起作用，正常行驶时，钢轮与钢轨未接触，故以往推导的轨道车辆柔性系数计算公式不适用于胶轮地铁车辆。针对胶轮地铁与铁道车辆走行系统的差异，本文根据UIC 505-5规程中柔性系数的定义，推导出胶轮地铁车辆的柔性系数计算公式，并利用多体动力学软件ADAMS建立胶轮地铁车辆的“车辆－轮胎－轨道梁”耦合动力学仿真模型进行仿真验证公式的正确性，计算结果与仿真结果较接近。胶轮地铁车辆在AW5工况停在超高率为11.15%的倾斜轨道上时，柔性系数的值最大且超过UIC 505-5规程中柔性系数限定值0.4，但通过轮胎受力和轮重减载率判断胶轮地铁车辆此时处于安全状态，未发生倾覆。研究结果表明：推导的柔性系数计算公式与仿真结果具有良好的一致性，但是由于胶轮地铁车辆与常规轨道结构上的明显差异，在AW5工况时沿用UIC 505-5规程中对柔性系数的限定值以及采用柔性系数评价胶轮地铁车辆的抗倾覆能力并不适用。
Abstract
The rubber tyred metro has three-series suspension systems and two sets of running systems
namely rubber wheels and steel wheels. The steel wheels
as safety wheels
only function in the event of tyre burst and turnout passing. In normal running
the steel wheels have no contact with the rail
so the calculation formula of the flexibility coefficient of rail vehicle derived in the past is no longer applicable to the rubber tyred metro. In view of the differences between the running systems of rubber tyred metro and railway vehicle
this paper deduced the calculation formula of the flexibility coefficient of the rubber tyred metro vehicle according to the definition of the flexibility coefficient in the UIC 505-5 regulation
and established the "vehicle-tyre-track beam" coupling dynamics simulation model of the rubber tyred metro vehicle by using the multi-body dynamics software ADAMS to verify the correctness of the formula. The calculated results were close to the simulation results. When the rubber tyred metro stopped on the inclined track with a superelevation rate of 11.15% in AW5 working condition
the value of the flexibility coefficient was the maximum and exceeded the limit value of 0.4 of the flexibility coefficient provided in the UIC 505-5 regulations. However
it could be judged that the rubber tyred metro was in a safe state at this time and did not overturn according to the tyre force and wheel load reduction rate. The results show that the derived formula for calculating the flexibility coefficient is consistent with the simulation results. However
due to the obvious difference between the conventional track structure and the rubber tyred metro vehicle
it is not suitable to use the limit value of the flexibility coefficient provided in the UIC 505-5 regulation and the flexibility coefficient to evaluate the anti-overturning ability of the rubber tyred metro vehicle in the AW5 working condition.
关键词
胶轮地铁三系悬挂柔性系数抗倾覆多体动力学地铁车辆
Keywords
rubber tyred metrothree-series suspensionflexibility coefficientanti-overturningmultibody dynamicsmetro vehicles
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