| 高速列车牵引变压器悬挂参数动态优化设计 |
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| 引用本文： | 贺小龙,张立民,张富兵,罗天洪.高速列车牵引变压器悬挂参数动态优化设计[J].交通运输工程学报,2018,18(5):100-110. |
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| 作者姓名： | 贺小龙 张立民 张富兵 罗天洪 |
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| 作者单位： | 1.重庆文理学院机电工程学院, 重庆 4021602.西南交通大学牵引动力国家重点实验室, 四川 成都 610031 |
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| 基金项目： | 国家重点研发计划项目2016YFB1200505国家自然科学基金项目U1334206 |
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| 摘 要： | 为了优化牵引变压器悬挂参数, 建立了车辆设备21自由度刚柔耦合系统模型, 并基于新型快速显式数值积分法求解了车辆和牵引变压器的振动响应; 计算了车辆系统在不同速度等级下的舒适度指标和设备振动烈度, 确定了变压器最优悬挂频率; 建立了变压器数学模型与车辆设备刚柔耦合模型, 结合最优悬挂频率、振动烈度、舒适度指标、隔振器动态作用力以及变压器悬挂模态与车辆地板局部模态匹配指标对隔振器参数在动态条件下进行多目标优化, 计算了牵引变压器隔振器最优参数。研究结果表明: 当牵引变压器悬挂频率比为0.82~0.98时, 车辆舒适度低于2, 设备振动烈度低于4.5mm·s-1, 满足相关规范要求; 经过优化最终确定第1组隔振器垂向刚度、三组隔振器刚度比、每组隔振器三向刚度比分别为2 142N·mm-1、1∶1.3∶2.5、1.7∶0.5∶1, 与变压器原始悬挂方案相比优化后变压器振动烈度最大降低42% (在速度高于200km·h-1条件下), 车辆一位端、中部、二位端舒适度指标平均提升3.53%、3.45%、2.01%, 第1、4隔振器垂向作用力平均降低13.3%, 第2、5隔振器垂向作用力平均降低3.8%, 第3、6隔振器垂向作用力平均降低20.9%。可见, 优化后车辆舒适度、设备振动烈度和隔振器垂向动态作用力均有较好改善。
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| 关 键 词： | 车辆工程 高速列车 动态优化设计 悬挂参数 舒适度指标 振动烈度 牵引变压器 |
| 收稿时间： | 2018-04-13 |
Dynamic optimization design of hanging parameters for traction transformer of high-speed train |
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| HE Xiao-long,ZHANG Li-min,ZHANG Fu-bing,LUO Tian-hong.Dynamic optimization design of hanging parameters for traction transformer of high-speed train[J].Journal of Traffic and Transportation Engineering,2018,18(5):100-110. |
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| Authors: | HE Xiao-long ZHANG Li-min ZHANG Fu-bing LUO Tian-hong |
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| Affiliation: | 1.School of Mechanical-Electrical Engineering, Chongqing University of Arts and Sciences, Chongqing 402160, China2.State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China |
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| Abstract: | A vehicle-equipment rigid-flexible coupling system model with 21 degrees of freedom was proposed in order to optimize the hanging parameters of traction transformer.The new and rapid explicit numerical integration method was used to compute the vibration response of the vehicle and traction transformer.The vehicle comfort degree indexes and equipment vibration severities of vehicle system under different speeds were calculated, and the optimal hanging frequency of the transformer was obtained.A mathematical model of the transformer and a rigidflexible coupling model of vehicle-equipment were set up, the multi-object dynamic optimization was performed on the vibration isolator parameters under considering the optimal hanging frequency, vibration severity, comfort degree index, dynamic force of vibration isolator, and matching index of transformer suspension mode and vehicle floor local mode, and the optimalparameters of vibration isolator in the transformer were computed.Research result indicates that when the suspension frequency ratio of the traction transformer is 0.82-0.92, the vehicle comfort degree index is less than 2, and the vibration severity of the equipment is less than 4.5 mm·s-1, which can satisfy the requirements of related standards.After optimization, the vertical stiffness of the first group isolator, the stiffness ratio of three groups of isolators and the three directions' s stiffness ratio of each group of isolators are 2 142 N·mm-1, 1∶1.3∶2.5 and 1.7∶0.5∶1, respectively.Compared with the original suspension scheme of the transformer, the vibration severity of equipment decreases by up to 42%at the speed more than 200 km·h-1, the comfort degree indexes of front, middle and rear vehicle respectively increase by 3.53%, 3.45% and2.01% on average, the vertical forces of the isolators 1 and 4 decrease by 13.3%on average, the vertical forces of the isolators 2 and 5 decrease by 3.8%, and the vertical forces of the isolators 3 and 6 decrease by 20.9%.Thus it can be seen the comfort degree index of vehicle, vibration severity of equipment and vertical dynamic force of vibration isolator improve after optimization. |
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