某液传轨道工程车动力传动系统扭振分析

徐坤; 雒耀祥; 张亚禹; 李华伟

doi:10.13890/j.issn.1000-128X.2024.03.009

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某液传轨道工程车动力传动系统扭振分析

铁道机车车辆 | 更新时间：2024-08-01

- 某液传轨道工程车动力传动系统扭振分析
- Torsional vibration analysis of the power transmission system in a hydraulic rail engineering vehicle
- 机车电传动 2024年第3期页码：70-78
- 作者机构：
  
  宝鸡中车时代工程机械有限公司西安研发中心，陕西西安 710000
- 作者简介：
  
  徐　坤，男，博士，高级工程师，主要从事轨道车辆设计及动力学研究；E-mail: xukun0622@126.com
- 基金信息：
- DOI：10.13890/j.issn.1000-128X.2024.03.009
  中图分类号： U273;U262.32
- 纸质出版日期：2024-05-10，
  
  收稿日期：2023-04-23，
  
  修回日期：2024-05-01，
- 稿件说明：
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徐坤, 雒耀祥, 张亚禹, 等. 某液传轨道工程车动力传动系统扭振分析[J]. 机车电传动, 2024(3): 70-78.

XU Kun, LUO Yaoxiang, ZHANG Yayu, et al. Torsional vibration analysis of the power transmission system in a hydraulic rail engineering vehicle[J]. Electric drive for locomotives,2024(3): 70-78.
徐坤, 雒耀祥, 张亚禹, 等. 某液传轨道工程车动力传动系统扭振分析[J]. 机车电传动, 2024(3): 70-78. DOI：10.13890/j.issn.1000-128X.2024.03.009.

XU Kun, LUO Yaoxiang, ZHANG Yayu, et al. Torsional vibration analysis of the power transmission system in a hydraulic rail engineering vehicle[J]. Electric drive for locomotives,2024(3): 70-78. DOI：10.13890/j.issn.1000-128X.2024.03.009.

摘要

扭转振动是动力传动系统重要的振动形式，特别是对于动力传递路径较长的轨道工程车。文章针对某液传轨道工程车的动力传动系统，建立多刚体扭振模型，分析了系统自由扭振和强迫扭振特性，对比了有无扭转减振器时曲轴的振动响应，研究了弹性联轴节参数对系统扭振响应的影响。结果表明，单节点弹联模态是频率最低的扭转模态，当联轴节扭转刚度小于0.005 7 MN∙m/rad 时，单节点的联轴节扭振模态能避开工作转速范围内所有谐次的干扰力矩的共振点；曲轴前端扭转角位移、扭转应力随着发动机转速的升高而增大，加装扭转减振器可以明显减小曲轴扭振响应；怠速时(600 r/min)，联轴节相对阻尼系数在0.5~2.0范围内能明显改善输出力矩不均匀性，而高速时(1 800 r/min)，较小的联轴节阻尼系数有利于改善输出力矩不均匀性。为了兼顾怠速与高速工况，联轴节相对阻尼系数尽量取小一些，比如取0.5。

Abstract

Torsional vibration represents a crucial aspect of vibration in power transmission systems

especially for rail engineering vehicles featuring long power transmission pathways. In this study

a multi-rigid-body torsional vibration model was created for the power transmission system of a hydraulic rail engineering vehicle. The analysis focused on the free and forced torsional vibration characteristics of the system. A comparison was conducted on the vibration responses of crankshafts with or without a torsional damper. Further study delved into the influence of elastic coupling parameters on the system's torsional vibration responses. The results highlight the single-node elastic coupling mode as the torsional mode with the lowest frequency. In the single-node torsional vibration mode

couplings with a torsional stiffness less than 0.005 7 MN∙m/rad are determined to effectively avoid resonance points from disturbance torques across all harmonics within the operational speed range. Torsional angular displacements at the crankshaft front end and torsional stress levels exhibit an increase with rising engine speeds. The introduction of a torsional damper lead to a significant reduction in the torsional vibration responses of the crankshaft. At idle speed (600 r/min)

controlling the relative damping coefficient of couplings between 0.5 and 2.0 significantly reduces the output torque inequality

while at high speeds (1 800 r/min)

a lower damping coefficient is conducive to mitigating this inequality. In order to adapt to both idle and high-speed conditions

it is recommended to keep the relative damping coefficient of couplings as minimal as possible

such as 0.5.

关键词

液力传动轨道工程车动力传动系统扭振

Keywords

hydraulicrail engineering vehiclepower transmission systemtorsional vibration

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