| 基于频域平稳性的高速机车悬挂参数优化匹配 |
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| 引用本文： | 姚远,任铖铭,陈相旺,刘晓雪.基于频域平稳性的高速机车悬挂参数优化匹配[J].西南交通大学学报,2022,57(6):1259-1267. |
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| 作者姓名： | 姚远 任铖铭 陈相旺 刘晓雪 |
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| 作者单位： | 1.西南交通大学牵引动力国家重点实验室，四川 成都 6100312.大连交通大学机车车辆工程学院，辽宁 大连 116028 |
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| 基金项目： | 国家重点研发计划（2018YFB1201703，2018YFB1201902）；四川省自然科学基金（2022NSFSC0034）；国铁集团科研开发计划（N2021J028，N2020J026） |
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| 摘 要： | 为合理优化匹配悬挂参数以提升高速机车动力学性能，针对某高速机车，采用虚拟激励法计算频域横向平稳性指标，提出了考虑频域横向平稳性和稳定性多目标性能的关键悬挂参数多参数协同优化方法；分别以2种抗蛇行减振器布置方式和3种轮轨接触状态运行工况为例，验证了该方法对机车横向动力学性能的提升效果. 结果表明:低轮轨接触锥度工况机车一次蛇行稳定性较差，尤其采用抗蛇行减振器斜对称布置方式，机车后司机室横向平稳性显著变差；对于低锥度工况，需以提高机车稳定性为优化目标，而高锥度工况则更需关注其横向平稳性；为兼顾不同轮轨接触条件下机车动力学性能，以提高线路适应性，机车一系纵向刚度、抗蛇行减振器阻尼和二系横向减振器阻尼值在文中给定的优化范围内应尽量选取较小值，建议分别选取12 kN/mm、600 kN·s/m和25 kN·s/m.
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| 关 键 词： | 高速机车 横向动力学 频域平稳性 悬挂参数 多目标优化 虚拟激励法 |
| 收稿时间： | 2020-11-10 |
Suspension Parameters Optimum Matching of High-Speed Locomotive Based on Frequency Domain Stationarity |
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| YAO Yuan,REN Chengming,CHEN Xiangwang,LIU Xiaoxue.Suspension Parameters Optimum Matching of High-Speed Locomotive Based on Frequency Domain Stationarity[J].Journal of Southwest Jiaotong University,2022,57(6):1259-1267. |
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| Authors: | YAO Yuan REN Chengming CHEN Xiangwang LIU Xiaoxue |
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| Affiliation: | 1.State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China2.School of Locomotive and Rolling Stock Engineering, Dalian Jiaotong University, Dalian 116028, China |
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| Abstract: | In order to reasonably optimize and match the suspension parameters to improve the dynamic performance of high-speed locomotives, the pseudo-excitation method was used to calculate the lateral riding quality index in the frequency domain for a high-speed locomotive, and a collaborative multi-parameter optimization method for the key suspension parameters was proposed considering the multi-objective performance of lateral riding quality in the frequency domain and lateral stability. Taking the operational scenarios as examples in which two yaw damper layouts and three wheel-rail contact conditions were considered, the improvement effect of this method on the lateral dynamic performance of the locomotive was illustrated. The results show that the primary hunting stability of the locomotive is poor in the low equivalent conicity condition. The lateral riding quality of the rear cab is significantly deteriorated, especially when the skewed symmetrical arrangement of the yaw damper is adopted. For the case of low equivalent conicity, it's necessary to regard improving locomotive lateral stability as the optimization objective, while for the case of high equivalent conicity, more attention should be paid to lateral riding quality. In order to give consideration to the dynamic performance of the locomotive under different wheel-rail contact states, thus improving the adaptability to track lines, the values of primary longitudinal stiffness, yaw damper damping and secondary lateral damping should be designed as small as possible in the given optimization range, it is recommended to choose them as 12 kN/mm, 600 kN·s/m, and 25 kN·s/m, respectively. |
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