机械

建立了包含PID悬浮控制系统的两节编组磁浮列车动力学模型和细致的道岔梁有限元模型，仿真分析了不同悬浮控制参数条件下磁浮列车以30 km/h通过道岔梁时的动力学响应。仿真结果表明，间隙反馈系数取值偏小时，电磁铁悬浮间隙的波动幅值较大，不利于行车安全；增大间隙反馈系数，电磁悬浮系统的特征频率逐渐接近道岔梁的一阶垂弯模态频率，导致车岔耦合振动更强烈。间隙速度反馈系数取值较小时，电磁悬浮系统的阻尼偏小，车体振动加速度较大；间隙速度反馈系数取值偏大时，微分环节超前调节作用过强，车岔耦合振动剧烈。为缓解磁浮车辆与道岔梁的耦合振动，建议间隙反馈系数在7000～8000之间选取，速度反馈系数在45～60之间选取。

In this paper, a dynamic model of two-car maglev trainset is built considering the PID levitation control system, meanwhile, a detailed finite element model of the switch girder is also established. Then, they are used to calculate dynamic response of maglev train with different levitation control parameters whenit passes through the switch girder at a speed of 30 km/h. The simulated results show that the levitation airgap fluctuation become larger when the airgap feedback coefficient is small, which is unfavorable for train ride safety. With the increase of airgap feedback coefficient, the characteristic frequency of electromagnetic levitation system gradually approaches the first-order vertical bending modal frequency of the switch girder, which leads to stronger coupled vibration. When the airgap velocity feedback coefficient is small, the damping of electromagnetic levitation system is small, so the vibration acceleration of carbody become larger. If the airgap velocity feedback coefficient is quite large, the coupled vibration is violent due totoo strong lead compensation effect. In order to alleviate the coupled vibration between maglev vehicles and the switch girder, it is suggested to select the airgap feedback coefficient between 7000 and 8000 and the airgap velocity feedback coefficient between 45 and 60.