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为了改善高速列车受电弓垂向动力学性能,建立了受电弓非线性垂向动力学模型、弹性悬挂接触网垂向有限元动力学模型和车辆动力学模型。考虑弓网耦合振动和轨道激扰,采用受电弓框架顶点或弓头的垂向位移和速度反馈,将半主动控制减振器或主动控制作动器安装在受电弓基座和框架之间。应用数值仿真方法,研究了受电弓接触网垂向耦合振动的半主动和主动控制,并对其控制性能进行了比较。比较结果表明:与无控制时相比,在车速为250 km.h-1时,弓网接触压力方差最小减小值为26.84%,在车速为300 km.h-1时,最小减小值为20.88%,因此,采用半主动和主动控制能明显减小弓网振动和接触压力的低频波动,改善了受流质量,且半主动控制系统结构简单,易于实现,在不动作时不会改变受电弓本身的动力学性能。
In order to improve the vertical dynamic performance of pantograph in high speed trains, the nonlinear vertical dynamic model of pantograph, the vertical finite element dynamic model of elastic suspension catenary and the vehicle dynamics model are established. Considering the bow-net coupled vibration and orbital disturbance, the semi-active control shock absorber or active control actuator is installed on the pantograph base and the frame using the vertical displacement and velocity feedback of the pantograph frame’s apex or bow head between. The semi-active and active control of vertical coupling vibration of pantograph catenary is studied by numerical simulation method. The control performance is compared. The results show that the minimum decrease of contact pressure is 26.84% when the speed is 250 km.h-1 and the minimum decrease is 300 km · h-1 Is 20.88%. Therefore, semi-active and active control can obviously reduce the low-frequency fluctuation of bow vibration and contact pressure and improve the flow quality, and the semi-active control system has the advantages of simple structure, easy implementation and no change in action Pantograph itself kinetic performance.