侧风扰动对高铁车辆运用的安全稳定性影响
发布时间：2018-10-13 15:49
【摘要】：从高铁车辆运行安全性角度讲,侧风扰动问题必须要给予足够重视。根据闭环系统稳定分析,高速列车稳定鲁棒性能是确保高铁运用持续稳定安全运营的重要技术保障指标之一。考虑到服役条件具有不确定性和复杂性,提出了大尺度摄动保守研究观点,即以标称模型作为基准,确定高铁车辆所能承受的最大允许摄动尺度。 结合欧系车构造特点,针对瞬态和稳态两种类型侧风扰动对稳定性能的影响,阐述了对车体扰动的有界性与高速列车的稳定鲁棒性。稳态工况选择的是曲线横风作为典型工况,而不是直线横风。以车轮减载率不得大于0.6作为强制性安全指标,得到了车体抗侧风能力与车速的关系曲线,这与高铁运用允许最高风速15m/s非常吻合。而瞬态工况以驶离隧道时尾流扰动作为典型工况。以三车编组作为研究对象,选取如下4种稳定性态进行对比分析：动车组转向架原配、长编列车转向架原配、长编转向架现场调控和转向架最优配置。基于尾流扰动的车体抗侧风扰动能力对比分析表明：以车轴横向力作为安全极限准则,转向架原配下车体抗侧风能力最差；现场调控与最优配置下车体具有相同的抗侧风扰动能力；转向架优配下列车具有十分理想的稳定鲁棒性能。 由此可见,高铁运用存在2个基本不稳定问题：转向架稳定裕度不充裕问题和高速列车稳定鲁棒性问题,并造成诸多的典型振动失效,因而必须采用大尺度摄动保守研究观点以改善列车稳定鲁棒性能。由于轴箱悬挂高阻抗,不能采用2Hz采样滤波数据计算车轮减载率。特别是在曲线横风下,400km/h检轨列车必须降速行驶。基于三车编组的尾流扰动对比分析表明：转向架参数配置直接影响高速列车稳定鲁棒性能。动车组原配转向架,其列车抗侧风扰动能力最差；无论长编原配还是现场调控,其稳定鲁棒性能都较差。若欧系车能够实现转向架的统一优配,则不仅具有较强的抗侧风扰动能力,而且其稳定鲁棒性能最佳。尽管在优配下经济速度可达350km/h,但考虑到高铁线路服役条件尚具有相当程度的不确定性和复杂性,300km/h是最佳的商业运营速度。 本文的课题研究工作得到如下项目资助：1、国家科技支撑计划：中国高速列车关键技术研究及装备研制(2009BAG12A01)之共性基础及系统集成技术；2、铁道部科技研究开发计划课题：高速转向架安全稳定性裕度可调控性研究(2011J013-B)；3、西南交通大学牵引动力国家重点实验室开放课题：高铁车辆安全稳定性裕度可调控性理论研究(TPL1102)。
[Abstract]:From the point of view of operational safety of high-speed railway vehicles, the problem of crosswind disturbance must be given enough attention. According to the closed-loop system stability analysis, the robust performance of high-speed train stability is one of the important technical guarantee indexes to ensure the continuous and stable operation of high-speed train. Considering the uncertainty and complexity of service conditions, a conservative view of large-scale perturbation is put forward, that is, the maximum allowable perturbation scale for high-speed railway vehicles can be determined by using the nominal model as the benchmark. Based on the structural characteristics of the Euclidean vehicle, the boundedness of the vehicle body disturbance and the stability robustness of the high-speed train are discussed in view of the influence of transient and steady wind disturbances on the stability performance. In steady state, curve crosswind is chosen as typical condition, rather than straight crosswind. Taking the wheel load reduction ratio not greater than 0.6 as the mandatory safety index, the curve of the relationship between the cross-wind resistance of the car body and the speed of the vehicle is obtained, which is in good agreement with the 15m/s of the maximum allowable wind speed in the use of high-speed rail. The transient condition is the wake disturbance when leaving the tunnel. Taking the three-car formation as the research object, the following four stability states are selected for comparative analysis: the original bogie of the EMU, the original bogie of the long train, the field regulation and control of the long train bogie and the optimal configuration of the bogie. The comparative analysis of the anti-crosswind disturbance ability of the car body based on the wake disturbance shows that the cross-wind resistance ability of the bogie is the worst when the lateral force of the axle is taken as the safety limit criterion. The field control has the same ability of resisting cross-wind disturbance as the car body under the optimal configuration, and the optimal allocation of the bogie has a very ideal stable robust performance. From this we can see that there are two basic instability problems in the operation of high-speed railway: the problem of insufficient stability margin of bogies and the stability robustness of high-speed trains, which results in many typical vibration failures. Therefore, it is necessary to adopt the conservative viewpoint of large-scale perturbation to improve the robust performance of train stability. Because of the high impedance of axle box suspension, 2Hz sampling filter data can not be used to calculate wheel load reduction rate. Especially under the curve cross-wind, the 400km/h track check train must go down speed. The contrast analysis of wake disturbance based on three-car marshalling shows that the configuration of bogie parameters directly affects the robust performance of high-speed train stability. The original bogie of EMU has the worst ability of resisting cross-wind disturbance, and its stability robustness is poor, whether it is made up of long train or adjusted on the spot. If the Euclidean car can achieve the uniform optimization of the bogie, it will not only have a strong ability to resist cross-wind disturbance, but also have the best stability and robustness. Although the economic speed can reach 350 km / h, 300km/h is the best commercial operation speed considering the uncertainty and complexity of the service conditions of high-speed railway lines. The research work of this paper is supported by the following projects: 1, the national science and technology support plan: the common foundation and system integration technology of China High Speed Train key Technology Research and equipment Development (2009BAG12A01); 2. Research and Development Project of Ministry of Railways: study on Safety and Stability margin of High Speed Bogie (2011J013-B); 3, Open subject of the State key Laboratory of traction Power of Southwest Jiaotong University: research on the Theory of Safety and Stability margin of High-speed Railway vehicles (TPL1102).
【学位授予单位】：大连交通大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：U298;U270.11
本文编号：2269157
[Abstract]:From the point of view of operational safety of high-speed railway vehicles, the problem of crosswind disturbance must be given enough attention. According to the closed-loop system stability analysis, the robust performance of high-speed train stability is one of the important technical guarantee indexes to ensure the continuous and stable operation of high-speed train. Considering the uncertainty and complexity of service conditions, a conservative view of large-scale perturbation is put forward, that is, the maximum allowable perturbation scale for high-speed railway vehicles can be determined by using the nominal model as the benchmark. Based on the structural characteristics of the Euclidean vehicle, the boundedness of the vehicle body disturbance and the stability robustness of the high-speed train are discussed in view of the influence of transient and steady wind disturbances on the stability performance. In steady state, curve crosswind is chosen as typical condition, rather than straight crosswind. Taking the wheel load reduction ratio not greater than 0.6 as the mandatory safety index, the curve of the relationship between the cross-wind resistance of the car body and the speed of the vehicle is obtained, which is in good agreement with the 15m/s of the maximum allowable wind speed in the use of high-speed rail. The transient condition is the wake disturbance when leaving the tunnel. Taking the three-car formation as the research object, the following four stability states are selected for comparative analysis: the original bogie of the EMU, the original bogie of the long train, the field regulation and control of the long train bogie and the optimal configuration of the bogie. The comparative analysis of the anti-crosswind disturbance ability of the car body based on the wake disturbance shows that the cross-wind resistance ability of the bogie is the worst when the lateral force of the axle is taken as the safety limit criterion. The field control has the same ability of resisting cross-wind disturbance as the car body under the optimal configuration, and the optimal allocation of the bogie has a very ideal stable robust performance. From this we can see that there are two basic instability problems in the operation of high-speed railway: the problem of insufficient stability margin of bogies and the stability robustness of high-speed trains, which results in many typical vibration failures. Therefore, it is necessary to adopt the conservative viewpoint of large-scale perturbation to improve the robust performance of train stability. Because of the high impedance of axle box suspension, 2Hz sampling filter data can not be used to calculate wheel load reduction rate. Especially under the curve cross-wind, the 400km/h track check train must go down speed. The contrast analysis of wake disturbance based on three-car marshalling shows that the configuration of bogie parameters directly affects the robust performance of high-speed train stability. The original bogie of EMU has the worst ability of resisting cross-wind disturbance, and its stability robustness is poor, whether it is made up of long train or adjusted on the spot. If the Euclidean car can achieve the uniform optimization of the bogie, it will not only have a strong ability to resist cross-wind disturbance, but also have the best stability and robustness. Although the economic speed can reach 350 km / h, 300km/h is the best commercial operation speed considering the uncertainty and complexity of the service conditions of high-speed railway lines. The research work of this paper is supported by the following projects: 1, the national science and technology support plan: the common foundation and system integration technology of China High Speed Train key Technology Research and equipment Development (2009BAG12A01); 2. Research and Development Project of Ministry of Railways: study on Safety and Stability margin of High Speed Bogie (2011J013-B); 3, Open subject of the State key Laboratory of traction Power of Southwest Jiaotong University: research on the Theory of Safety and Stability margin of High-speed Railway vehicles (TPL1102).
【学位授予单位】：大连交通大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：U298;U270.11
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