高速列车二系横向刚度和横向阻尼参数优化分析

Parameters optimization analysis of secondary lateral stiffness and secondary lateral damping of high speed train

基于动力学软件SIMPACK,建立了我国某高速列车动力学模型;仿真分析了该高速列车二系横向刚度和横向阻尼对车辆动力学性能影响,并对该高速列车相关原始参数提出了相关优化建议。仿真结果表明:二系横向刚度和横向阻尼对高速列车稳定性均有一定影响,二系横向刚度在0.15~0.30 MN/m范围内变化,二系横向阻尼在20~40 kN·s/m范围内变化,稳定性达到最优。当二系刚度不大于0.2 MN/m,二系横向阻尼不小于30 kN·s/m时,平稳性及舒适性达到最优。当二系横向阻尼大于10 kN·s/m后,二系横向刚度和横向阻尼对高速列车安全性指标影响都比较小。二系横向阻尼最优范围为30~40 kN·s/m,二系横向刚度最优范围为0.15~0.20 MN/m,该高速列车二系横向阻尼(58.5 kN·s/m)不在最优范围内,建议优化调整为30 kN·s/m。

It is established that the dynamic model of high speed train based on SIMPACK to simulate secondary lateral stiffness and secondary lateral damping effect on vehicle dynamic performance.And it is put forwarded for the optimization of original parameters of secondary lateral stiffness and secondary lateral damping of high-speed train. It could be concluded that secondary lateral stiffness and secondary lateral damping have some effect on stability,and stability reaches the optimal level as secondary lateral stiffness is given at the range of 0. 15-0. 30 MN/m,secondary lateral damping is given at the range of 20-40 kN·s/m. Stationarity and comfort reach the optimal level as secondary lateral stiffness is not more than 0. 2 MN/m,secondary lateral damping is not more than 30 kN·s/m.Secondary lateral stiffness and secondary lateral damping have less influence on safety index as secondary lateral damping is more than 10 kN·s/m. It is 30-40 kN·s/m that the optimal level of secondary lateral damping. It is 0. 15-0. 20. MN/m that the optimal level of secondary lateral stiffness.Original secondary lateral damping of high speed train is 58. 5 kN·s/m that is not within the optimal range,and it is recommended to optimize adjusting to 30 kN·s/m.