CN109374240B - A Test Method for Optimal Stiffness Limits of Magnetic Levitation Track Beams - Google Patents
A Test Method for Optimal Stiffness Limits of Magnetic Levitation Track Beams Download PDFInfo
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- CN109374240B CN109374240B CN201811191928.7A CN201811191928A CN109374240B CN 109374240 B CN109374240 B CN 109374240B CN 201811191928 A CN201811191928 A CN 201811191928A CN 109374240 B CN109374240 B CN 109374240B
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- 238000005339 levitation Methods 0.000 title claims description 14
- 238000010998 test method Methods 0.000 title claims 2
- 238000012360 testing method Methods 0.000 claims abstract description 65
- 239000000725 suspension Substances 0.000 claims abstract description 28
- 238000000034 method Methods 0.000 claims abstract description 22
- 229910000831 Steel Inorganic materials 0.000 claims description 7
- 239000010959 steel Substances 0.000 claims description 7
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- 238000012937 correction Methods 0.000 claims description 4
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- 238000013461 design Methods 0.000 abstract description 5
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- 239000002699 waste material Substances 0.000 abstract description 3
- 238000004519 manufacturing process Methods 0.000 description 8
- 238000005259 measurement Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
- G01M5/0025—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings of elongated objects, e.g. pipes, masts, towers or railways
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M5/00—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings
- G01M5/0066—Investigating the elasticity of structures, e.g. deflection of bridges or air-craft wings by exciting or detecting vibration or acceleration
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Abstract
The invention provides a method for testing the optimal rigidity limit value of a magnetic suspension track beam, which breaks through the traditional concept, converts the verified rigidity into the measured rigidity so as to facilitate the subsequent design work, can effectively determine the optimal rigidity limit value of different vehicle types under different running speeds, has high test precision in the measuring process, is convenient for adjusting the rigidity step by step for multiple times, is accurate in adjustment and flexible and variable in adjustment gradient, can also be applied to the verification link, has higher precision and sufficient verification, can repeatedly use the same hollow box body for multiple tests, reduces waste, saves energy, protects environment and reduces the test cost, can simultaneously adjust different rigidities aiming at different hollow box bodies when a multi-span hollow box body exists, can obtain multiple groups of data through one test, effectively improves the test efficiency, reduces the working difficulty of a field test, shortens the test period, and finally reduces the construction cost and the operation cost of a magnetic suspension railway, has great significance for the popularization and the development of the magnetic suspension railway in China.
Description
Technical Field
The invention relates to the technical field of magnetic suspension track beams, in particular to a method for testing an optimal rigidity limit value of a magnetic suspension track beam.
Background
The magnetic floating track beam structure is a main bearing structure of magnetic suspension traffic, and when the track beam has high rigidity, the riding comfort is good, but the manufacturing cost is high; when the rigidity is small, the riding comfort is poor, but the manufacturing cost can be reduced, and the manufacturing cost of the track beam structure accounts for 60% -80% of the total system manufacturing cost, so the rigidity of the track beam not only directly influences the running stability of the vehicle and the riding comfort of passengers, but also determines the vast majority of the manufacturing cost of a magnetic suspension line, and therefore, a reasonable rigidity design value is the key for ensuring the engineering economy and the operation stability. At present, a plurality of medium-low speed magnetic levitation lines are put into operation in China, such as the field lines of the Changsha magnetic levitation aircraft, the Beijing S1 lines and the like, and some standards and specifications are formed preliminarily. However, for the limit value of the rigidity of the track beam, the german high-speed magnetic levitation standard limit value is mostly adopted in the domestic medium-low speed magnetic levitation standard, which is relatively strict (the domestic standard is not lower than 1/4600, the japanese standard is not lower than 1/1500, and the german standard is not lower than 1/4000), and the value is relatively conservative according to some actually measured deflections, so that the cost of the existing magnetic levitation track beam is relatively high, the popularization and application of magnetic levitation traffic are directly influenced, and the cost is wasted.
When the existing magnetic suspension track is designed, an axle coupling vibration software model is generally adopted for analysis, and then the actual measurement data acquisition verification of a test line is assisted, however, the suspension control module model in the axle coupling vibration analysis has distortion with the actual model, the theory is still imperfect, the difference of conclusion is large because the modeling varies from person to person, the accuracy of the model needs to be further verified, and because the design workload of the test lines is heavy, some test lines only consider that two to three kinds of track beams with different rigidity and different structural forms are arranged in a local section during design, and the rigidity difference of the track beam is not large, the test value is not flexible and sufficient enough, so the verification effect is not good, and the safety is mainly verified, and the comfort and the economy are not fully combined, so that the optimal rigidity limit value of the track beam suitable for the magnetic levitation vehicle model in China at different running speeds cannot be determined at present.
Disclosure of Invention
The invention aims to solve the technical problems that the rigidity limit value of the existing magnetic suspension track beam structure is conservative, verification rather than measurement is mainly adopted when the rigidity is designed, and meanwhile, the verification link is insufficient, so that the optimal rigidity limit value of the track beam suitable for China magnetic suspension vehicle models is lacked, the manufacturing cost of the track beam is high, the cost is wasted and the like, and the invention provides a method for testing the optimal rigidity limit value of the magnetic suspension track beam.
In order to achieve the above purpose, the invention provides the following technical scheme:
a method for testing the optimal rigidity limit value of a magnetic suspension track beam comprises the following steps:
A. connecting sleepers to all the track beams, hoisting all the track beams to piers, connecting tracks to the sleepers, wherein at least one span of all the track beams is a height-adjustable hollow box body;
B. selecting vehicle types and running speeds to perform a dynamic load test of the magnetic-levitation train to obtain a vehicle running comfort index W of the hollow box section;
C. adjusting the height of at least one hollow box body;
D. repeating the steps B and C until the optimal rigidity of the track beam under the vehicle type and the running speed is determined in the range of W < 3;
the hollow box body comprises an upper layer component and a lower layer component, the lower layer component is detachably connected below the upper layer component, and the hollow box body is a steel component.
By adopting the method for testing the optimal rigidity limit value of the magnetic suspension track beam, at least one hollow box body with adjustable span height is arranged in a test line, the rest span track beams can be track beams with unadjustable height, for example, the concrete track beams are adopted to effectively reduce the test cost, simultaneously lighten the workload of field adjustment, improve the test efficiency, be beneficial to ensuring the levelness of the track and avoid measurement errors, the hollow box bodies are all steel components, and the rigidity of the hollow box body can be calculated according to the following formula: e is EI, wherein K is the bending rigidity, E is the elastic modulus of the hollow box steel, and I is IOn the upper part+AOn the upper part×SOn the upper part 2I is the integral inertia distance of the hollow box body IOn the upper partIs the inertia distance of the upper layer member around the neutral axis of the upper layer member, AOn the upper partIs the cross-sectional area, S, of the upper member itselfOn the upper partThe distance between the upper layer component and the central line of the hollow box body is adjusted, so that the whole height of the hollow box body (namely the height difference between the upper surface of the upper layer component and the lower surface of the lower layer component) is adjusted by adjusting the height of the upper layer component and/or the lower layer component or adjusting the distance between the upper layer component and the lower layer componentAnd the rigidity of the hollow box body is changed, after all the track beams are installed, the vehicle type and the running speed are selected for testing to obtain the vehicle running comfort index W of the hollow box body section, then the rigidity of the hollow box body is adjusted step by step, namely the height of the hollow box body is adjusted, the track height of the adjusted hollow box body is consistent with the track height of an adjacent span by adjusting the pier height or the support height, then the test is repeated to obtain measurement data, generally W < 2.50 is excellent, 2.50 < W < 2.75 is excellent, 2.75 < W < 3.00 is qualified, the rigidity of the track beams not only directly influences the comfort index, but also determines the most part of the manufacturing cost of a magnetic suspension line, and in order to meet the comfort, the optimal rigidity of the hollow box body under the vehicle type and the running speed is determined in the range of W < 3.00, and the optimal rigidity limit value of the track beams under the vehicle type and the running speed is also determined, the method breaks through the traditional concept, converts the verified rigidity into the measured rigidity, can effectively determine the optimal rigidity limit value of different vehicle types at different running speeds, so as to guide subsequent design, the test precision is high in the determination process, the rigidity can be conveniently adjusted step by step for multiple times, the adjustment is accurate, the adjustment gradient is flexible and variable, the method is also suitable for verification links, the precision is high, the verification is sufficient, the same hollow box body can be repeatedly used for multiple tests, the waste is reduced, the energy is saved, the environment is protected, the test cost is reduced, when the multi-span hollow box body exists, the rigidity adjusting device can adjust different rigidities of different hollow boxes simultaneously, can obtain multiple groups of data through one-time test, effectively improves test efficiency, reduces the work difficulty of field test, shortens test period, finally reduces construction cost and operation cost of the magnetic suspension railway, and has great significance for popularization and development of the magnetic suspension railway in China.
Further, the upper layer component comprises a top plate and two first webs, the lower layer component comprises a bottom plate and two second webs, each first web is aligned with one second web, the first web and the second web are respectively connected with the connecting plates through bolts, a gap is formed between the first web and the corresponding second web, and the size of the gap is adjusted by changing the positions where the first web and the second web are connected through the connecting plates.
Furthermore, a plurality of rows of screw holes are formed in the upper end and the lower end of each connecting plate.
The first web and the second web are both provided with screw holes, the height of the box body is adjusted by adjusting the connection positions between the screw holes in the first web and/or the second web and the screw holes in the connecting plates, all the connecting plates are steel plates, the screw hole position machining precision is high, and the height is conveniently and accurately controlled.
Further, the step C comprises the steps of:
c1, disconnecting the upper layer member and the lower layer member, and adjusting the height of the gap;
c2, connecting the upper layer member and the lower layer member;
c3, installing the hollow box body back to the original position.
Further, the step C3 includes adjusting the height of the corresponding support under the hollow box.
Furthermore, all the supports under the hollow box body are height-adjustable supports.
The adjustable height support is a hydraulic height-adjusting support or a spiral height-adjusting support, and the height position of other cross-track beams is unchanged, so that the self height of the hollow box body is changed, the position of the hollow box body after height change is parallel and level with other track beams through hydraulic pressure or threads in a rotating mode, namely all the upper surface of the track beam is flush, the adjustment precision is good, the flexibility is good, the track level is guaranteed, the smooth proceeding of a test is effectively guaranteed, the height of the whole line is guaranteed, the accuracy of the test is effectively improved, the optimality of the rigidity limit value is guaranteed, and the line cost in actual construction is reduced.
Furthermore, stiffening ribs are arranged in the upper layer member and the lower layer member.
Furthermore, a plurality of stiffening plates are further arranged at two end parts of the hollow box body along the longitudinal bridge direction, the bottom surface of each stiffening plate is connected to the bottom plate, and one side surface of each stiffening plate is connected to the second web plate.
Further, the calculation formula of the vehicle running comfort index in the step B is as follows:
Furthermore, the size and the material of the upper layer component and the lower layer component of each hollow box body are the same.
Compared with the prior art, the invention has the beneficial effects that: the invention breaks through the traditional idea, converts the verification rigidity into the determination rigidity, can effectively determine the optimal rigidity limit value of different vehicle types under different running speeds, has high test precision in the determination process, is convenient for adjusting the rigidity step by step for multiple times, is accurate in adjustment, is flexible and variable in adjustment gradient, can also be suitable for the verification link, has higher precision and sufficient verification, can repeatedly use the same hollow box body for multiple tests, reduces waste, saves energy, protects environment and reduces the test cost, can simultaneously adjust different rigidities aiming at different hollow box bodies when a multi-span hollow box body exists, can obtain multiple groups of data in one test, effectively improves the test efficiency, reduces the working difficulty of the field test, shortens the test period, finally reduces the construction cost and the operation cost of the magnetic suspension railway, and has great significance for the popularization and the development of the magnetic suspension railway in.
Drawings
FIG. 1 is a schematic structural diagram of a magnetic levitation test line in the present invention;
fig. 2 is a schematic structural diagram of an adjusted magnetic levitation test line of the hollow box body in fig. 1.
The labels in the figure are: 1-sleeper, 2-upper layer member, 21-top plate, 22-web plate I, 3-lower layer member, 31-bottom plate, 32-web plate II, 4-connecting plate, 5-stiffening rib, 6-stiffening plate, 7-pier, 8-support and 9-gap.
Detailed Description
The present invention will be described in further detail with reference to examples and embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.
Example 1
A method for testing the optimal rigidity limit value of a magnetic suspension track beam comprises the following steps:
A. connecting sleepers 1 to all the track beams, hoisting all the track beams on piers 7, connecting tracks to the sleepers 1, wherein at least one span of the track beams is a height-adjustable hollow box body;
B. selecting vehicle types and running speeds to perform a dynamic load test of the magnetic-levitation train to obtain a vehicle running comfort index W of the hollow box section;
C. adjusting the height of at least one hollow box body;
D. repeating the steps B and C until the optimal rigidity of the track beam under the vehicle type and the running speed is determined in the range of W < 3;
the hollow box body comprises an upper-layer member 2 and a lower-layer member 3, the size and the material of the upper-layer member 2 and the lower-layer member 3 of each hollow box body are the same, the lower-layer member 3 is detachably connected below the upper-layer member 2, and the hollow box body is a steel member.
Firstly, erecting a test line, connecting sleepers 1 to all track beams, wherein a span is formed by a hollow box body with adjustable height in all the track beams, which is beneficial to improving the test efficiency, lightening the field debugging strength and controlling the levelness of the track, the hollow box body is a steel component, the hollow box body comprises an upper layer component 2 and a lower layer component 3, the upper layer component 2 comprises a top plate 21 and two web plates I22, the lower layer component 3 comprises a bottom plate 31 and two web plates II 32, stiffening ribs 5 are arranged in the upper layer component 2 and the lower layer component 3, a plurality of stiffening plates 6 are arranged on two end parts of the hollow box body along the longitudinal bridge direction, the bottom surface of each stiffening plate 6 is welded and connected to the bottom plate 31, one side surface of each stiffening plate 6 is welded and connected to the web plates II 32, and the upper layer component 2 and the lower layer component 3 are spliced to form the hollow box body firstly, and then connecting sleepers on the upper-layer member 2 and other track girders, wherein each first web plate 22 is aligned with one second web plate 32 during splicing, the first web plate 22 and the second web plate 32 are respectively connected with a plurality of connecting plates 4 through bolts, the upper end and the lower end of each connecting plate 4 are respectively provided with a plurality of rows of screw holes, a gap 9 is formed between the first web plate 22 and the corresponding second web plate 32, the size of the gap 9 is adjusted by changing the connecting position of the connecting plate 4 and the corresponding first web plate 22 and the corresponding second web plate 32, the size of the gap 9 is calculated according to the rigidity to be tested for the first time, after the connection is finished, the hollow box body and all other track girders are installed on a pier 7, and the support 8 below the hollow box body is an adjustable height support, such as a hydraulic height adjusting support or a spiral height adjusting support, as shown in fig. 1.
Then installing tracks on all the sleepers 1, selecting vehicle types and running speeds to perform dynamic load tests of the magnetic-levitation train after the tracks are installed, and obtaining vehicle vibration acceleration A (the vertical acceleration control index is a) through an acceleration sensorVertical directionLess than or equal to 0.25 g; the lateral acceleration control index is aTransverse direction≦ 0.20g), then according to the formula:
obtaining a vehicle running comfort index W of the hollow box body section, wherein f is the first-order vibration frequency of the hollow box body, and the calculation formula is
In the formula, k is the rigidity of the hollow box body, and m is the mass of the hollow box body; f (f) is a frequency correction coefficient, the correction coefficient is determined according to the value of f, if the comfort index meets the W requirement, namely W is less than 3.00, the rigidity of the hollow box body is continuously adjusted to carry out the test, namely the size of the gap 9 is adjusted, the steps are that the upper layer component 2 and the lower layer component 3 are disconnected, the size of the gap 9 is determined according to the test requirement, then the height of the support 8 is adjusted according to the height difference after the upper layer component 2 and the lower layer component 3 are connected, then the hollow box body is hoisted again, and the height and the phase of the rail on the adjusted hollow box body are enabled to be lower than the height and the phaseThe heights of adjacent tracks are kept consistent, the height difference is compensated by the support 8, as shown in fig. 2, the on-site adjustment workload is effectively reduced, the test efficiency is improved, the position of the hollow box body after the height is changed is flush with other track beams through hydraulic pressure or screw thread rotation, the adjustment precision is high, the flexibility is good, the smooth proceeding of the test is effectively ensured, and the optimal rigidity limit value is favorably obtained so as to reduce the actual construction cost.
The method is characterized in that tests are repeatedly performed, the height adjustment of the hollow box body is combined with actual manufacturing cost to determine the optimal rigidity of the track beam under the vehicle type and the operation speed in the range of W < 3, the optimal rigidity is determined according to the specification W < 2.50 as excellent, 2.50 < W < 2.75 as good and 2.75 < W < 3.00 as qualified, so that the limit range of W can be changed according to actual needs, and the optimal rigidity limit value of the track beam suitable under different vehicle types and operation speeds is determined.
The track beam can be provided with 2-3 hollow boxes, different rigidities are adopted in tests respectively, multiple rigidities are tested simultaneously in one test, the test times are reduced, the cost is reduced, and meanwhile, the test indexes are convenient to compare, so that more reasonable optimal rigidity limit is determined.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A method for testing the optimal rigidity limit value of a magnetic suspension track beam is characterized by comprising the following steps:
A. connecting sleepers (1) to all the track beams, hoisting all the track beams on piers (7), connecting tracks to the sleepers (1), wherein at least one span of the track beams is a hollow box body with adjustable height;
B. selecting vehicle types and running speeds to perform a dynamic load test of the magnetic-levitation train to obtain a vehicle running comfort index W of the hollow box section;
C. adjusting the height of at least one hollow box body;
D. repeating the steps B and C until the optimal rigidity of the track beam under the vehicle type and the running speed is determined within the range that the vehicle running comfort index W is less than 3;
the hollow box body comprises an upper layer member (2) and a lower layer member (3), the lower layer member (3) is detachably connected below the upper layer member (2), and the hollow box body is a steel member.
2. The testing method for the optimal rigidity limit value of the magnetic suspension track beam is characterized in that the upper layer member (2) comprises a top plate (21) and two first webs (22), the lower layer member (3) comprises a bottom plate (31) and two second webs (32), each first web (22) is aligned with one second web (32), the first webs (22) and the second webs (32) are respectively connected with a plurality of connecting plates (4) through bolts, a gap (9) is formed between each first web (22) and the corresponding second web (32), and the size of the gap (9) is adjusted by changing the positions where the connecting plates (4) are connected with the corresponding first webs (22) and the corresponding second webs (32).
3. A method for testing the optimal stiffness limit of a magnetic suspension track beam as claimed in claim 2, wherein each of the upper and lower ends of the connecting plate (4) is provided with a plurality of rows of screw holes.
4. The method for testing the optimal stiffness limit of the magnetically suspended track beam as claimed in claim 2, wherein the step C comprises the steps of:
c1, disconnecting the upper layer member (2) and the lower layer member (3) and adjusting the height of the gap (9);
c2, connecting the upper layer member (2) and the lower layer member (3);
c3, installing the hollow box body back to the original position.
5. The method for testing the optimal stiffness limit of the magnetically suspended track beam as claimed in claim 4, wherein the step C3 further comprises adjusting the height of the corresponding support (8) under the hollow box.
6. A method for testing the optimal rigidity limit of a magnetic suspension track beam as defined in claim 5, wherein all the supports (8) under the hollow box body are height adjustable supports.
7. A method for testing the optimal rigidity limit value of a magnetic suspension track beam according to any one of claims 1 to 6, characterized in that stiffening ribs (5) are arranged in the upper layer member (2) and the lower layer member (3).
8. A test method for the optimal rigidity limit value of a magnetic suspension track beam according to any one of claims 2 to 6, characterized in that a plurality of stiffening plates (6) are arranged at the two ends of the hollow box body along the longitudinal bridge direction, the bottom surface of each stiffening plate (6) is connected to the bottom plate (31), and one side surface of each stiffening plate (6) is connected to the second web plate (32).
9. The method for testing the optimal rigidity limit value of the magnetically suspended track beam as claimed in any one of claims 1 to 6, wherein the calculation formula of the vehicle running comfort index in the step B is as follows:
10. A method for testing the optimal rigidity limit value of a magnetic suspension track beam as defined in any one of claims 1 to 6, wherein the upper layer member (2) and the lower layer member (3) of each hollow box body are the same in size and material.
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| CN101216376B (en) * | 2008-01-16 | 2010-06-23 | 吉林大学 | Four-column type rail vehicle bogie rigidity detection system |
| KR20150085881A (en) * | 2014-01-17 | 2015-07-27 | 유준호 | Maglev train science instructional teaching aid |
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