高速列车线性涡流制动参数特性仿真分析
徐磊1刘赛赛2
Parametric Characteristic Simulation Analysis of Highspeed Train Linear Eddy Current Brake
XU LeiLIU Saisai
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作者信息:1.中车青岛四方机车车辆股份有限公司， 266111， 青岛
2.南京中车浦镇海泰制动设备有限公司， 211899， 南京
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Affiliation:CRRC Qingdao Sifang Co., Ltd., 266111, Qingdao, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2023.07.015
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中图分类号/CLCN:U270.35∶U266.2
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栏目/Col:研究报告
摘要:
目的：随着我国高速列车的飞速发展及运营时速的不断提高，高速列车的制动系统也面临着更高的要求。线性涡流制动具有与轮轨黏着无关、无磨损和制动力平稳等突出优点，有望应用于我国新一代高速列车，特探究线性涡流制动的影响参数并分析其特性。方法：基于电磁理论推导的线性涡流制动计算公式确定了其主要影响参数为列车速度、励磁电流及气隙，并借助有限元仿真方法研究了不同速度、励磁电流、气隙对制动力及垂向电磁吸力的影响。结果及结论：仿真结果表明：不同制动工况下，涡流制动力在所研究速度范围内都能够保持较为平稳的特性，垂向吸力则随着速度的提高而下降；制动力与吸力均随着励磁电流的增大、气隙的减小而增大，且呈现出在列车速度较低时对励磁电流与气隙的变化更为敏感的特性；在所研究范围内，励磁电流对制动力的影响大于气隙，因此对涡流制动力的控制更适合采用调节励磁电流的方式进行。
Abstracts:
Objective: With the rapid development and continuous improvement of highspeed train operation speed in China, the braking system of highspeed trains is also facing higher requirements. Linear EC (eddy current) brake, characterized by its independence of wheelrail adhesion, absence of wear, and smooth braking force, holds great potential for application in the next generation highspeed trains in China. Therefore, the linear EC brake influencing parameters are explored and their characteristics are analyzed. Method: The main influencing parameters of linear EC brake are determined based on calculation formula derived from electromagnetic theory, including train speed, excitation current, and air gap. Finite element simulation method is employed to investigate the effects of different speeds, excitation currents, and air gaps on braking force and vertical electromagnetic suction force. Result & Conclusion: Simulation results show that under different braking conditions, the EC braking force can maintain a relatively stable characteristic within the studied speed range, while the vertical suction force decreases as the speed increases. Both braking force and suction force increase with the larger excitation current and smaller air gap, while demonstrating a higher sensitivity to changes in excitation current and air gap at lower train speeds. Within the studied range, the excitation current has a greater impact on braking force than the air gap does, suggesting that it is more suitable to control the EC braking force through excitation current adjustment.
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