Abstract:

To address the problem that second suspension systems transform from damper to orifice. The dynamics model is established on the dynamics experiments and the dynamic characteristic experiments of air spring from a certain high-speed EMUs. The vertical stability and vibration acceleration were analyzed to elect the orifice diameter of air spring. Results show that the orifice of air spring exerts influences on both vertical damping and vertical stiffness. Analyzing the vertical stability, the stiffness and damping with 0.7Hz could be equivalent with its no-linear characteristic. After dislodging vertical damper, the orifice could effectively decrease vertical vibration RMS (Root Mean Square). When the running speed outnumber 150km/h, the advisable damping ranges of vertical damper is from 10Ns/mm to20Ns/mm, in addition, the apt orifice diameter of orifice is from 12mm to 16mm. After compering the two ways, it is recommended to select the orifice to provide damping.

摘要：

为研究铁道车辆二系垂向阻尼装置由减振器变为节流孔带来的改变，基于某高速动车组动力学试验和该动车组所用空气弹簧动态特性试验，建立其动力学模型。从车体垂向平稳性、振动加速度角度分析节流孔直径选型。结果表明：空气弹簧节流孔不仅能影响垂向阻尼，同时也影响垂向刚度；分析垂向平稳性时可以考虑选择0.7 Hz激振频率下空气弹簧刚度和阻尼特性等效其非线性特性；变减振器为节流孔后，节流孔能有效减小垂向振动加速度均方根值；在列车运行速度高于150 km/h时，建议减振器阻尼范围为10 Ns/mm至20 Ns/mm，节流孔直径范围为12 mm至16 mm；比较两种阻尼装置，建议选择节流孔提供阻尼。

关键词: 振动与波, 空气弹簧, 节流孔直径, 动力学试验, 空气弹簧试验, 垂向平稳性