磁浮列车单铁悬浮车桥耦合振动分析

为研究单铁悬浮车桥耦合振动,将悬浮控制系统、车辆结构、弹性轨道梁及桥梁安装系统作为整体系统,建立整体系统的磁浮列车的悬浮控制-弹性桥梁-机械结构垂向耦合振动模型,以不同频率的外力激扰模拟磁浮列车不同的速度下对桥梁的作用,分析了不同梁型在整体系统耦合条件下的跨中挠度与振动加速度的变化。研究结果表明:单铁悬浮稳定后,简支梁跨中挠度约为两跨连续梁悬浮处挠度的2.5倍;以200km.h-1车速通过桥梁时其挠度略小于400km.h-1车速通过工况,但前者再次达到稳定状态所需时间约为后者的1/3;车辆以相同速度通过桥梁时,连续梁悬浮处跨中挠度约为简支梁的40%,且前者振动加速度小于后者;仿真过程中桥梁安装临界刚度范围为(5.5～6.5)×107 N.m-1;两跨连续梁动力学性能较简支梁更为优秀。

Coupling vibration analysis of single-magnet suspension vehicle-bridge for maglev train

In order to study the coupling vibration of single-magnet suspension vehicle-bridge,suspension control system,vehicle structure,elastic track beam and bridge installation system were taken as a whole system,and maglev train suspension control-elastic bridge-mechanical structure vertical coupling vibration model of whole system was established.The effects of maglev train at different speeds on birdge were simulated by using external loads with different frequencies.The changes of mid-span deflection and vibration acceleration for different beam types were analyzed under the coupling condition of whole system.Study result shows that the mid-span deflection of simple-supported beam is about 2.5 times as the suspension position deflection of two-span-continuous beam when single-magnet suspension process achieves stable state.When train passes bridge at the speed of 200 km·h-1,the deflection is slightly smaller than that at the case of 400 km·h-1,the time that requires to achieve stable state for former case is about 1/3 of latter case.The mid-span deflection at suspension position for continuous beams is about 40% of the deflexion for simple-supported beam when train passes bridge at an identical speed,and the vibration acceleration of former case is smaller than that of latter case.The range of bridge critical mounting stiffness in simulation process is from 5.5×107 N·m-1 to 6.5×107 N·m-1,and the dynamics performance of two-span-continuous beam is better than that of simple-supported beam.1 tab,12 figs,13 refs.