Theoretical And Experimental Study On Station Structure Vibration Under The Moving Of Low-Middle Speed Maglev Train

As a new form of urban rail transit, the Low-Medium speed maglev transportation has the advantages of strong climbing ability, good curve passing performance, low vibration and noise, safety and comfort, etc. And it has a broad prospect in solving urban traffic problems. Under this background, some in-depth research on vibration theory and test of low speed maglev train-Guideway-station structure has been carried out in this thesis.Under the engineering background of Changsha low-speed maglev traffic engineering Langli station, standards for the vibration comfort and safety of station structure, guideway and maglev train are summarized at first. Secondly the vertical coupling vibration analysis model of maglev train and guideway is estabilished and the motion equations of the train during the starting and braking process are derived. The calculation methods of station vibration when the maglev train goes through in the station structure or starts from (or brakes in) the station structure are proposed. The theoretical model has been verified by data of the test in Langli station structure. Finally, the vibration response of maglev train, guideway and station structure is analysed in detail when the maglev train goes through or starts from Langli station. The conclusions are showed as follows.1. The recommended limit value on the vibration comfort and security of the station structure, guideway and maglev train is proposed, during which the domestic and international standards are summarized. The referenced standards are China national construction project standard, the United States Applied Technology Council Design Guide and the related standards in high-speed maglev transportation instrustry.2. The theoretical model calculation values are compared to experimental values. The results show that the maglev train and guideway vertical coupling dynamic simulation program and the calculation methods on the vertical and horizontal vibration response of the station structure in this thesis are reliable and effective.3. In the loadcase of maglev train passing conditions, the results of dynamic simulation analysis of maglev train and guideway vertical coupling vibration show that the guideway satisfies the dynamic performance requirements. The vertical displacement and acceleration have a monotonical or fluctuant increase with the rising speed. The vibration response of maglev train is less than the value limited. The trtain body displacement and acceleration, as well as the suspension gap fluctuation are all increased with the rising speed.In typical speed, the calculation results of station structure vibration responses show that, response indicators in all regions of the station structure satisfy the requirements. When the foundation settlement of station structure is considered in track irregularity, the vibration responses of maglev train, guideway and the station structure are increased, but the results still satisfy the requirements limitted.4. After the simplification of maglev train starting or braking loadcase, the vibration responses of the station structure in the loadcases when the maglev train starts on a single line, starts on double lines to opposite directions and starts on double lines to the same direction are calculated. The results show that the vibration responses of station structure satisfy the values limited. The vertical vibration of the platform area satisfies the rule:the dynamic response when maglev train starts on a single line is less than the response when maglev trains start on double lines to opposite directions, and both of them are less than the response when maglev trains start on double lines to the same direction. The vertical vibration of the rail area satisfies the rule:the dynamic response when maglev train starts on double lines to opposite directions is less than the response when maglev trains start on a single line, and both of them are less than the response when maglev trains start on double lines to the same direction. The longitudinal vibration of all area satisfies the rule:the dynamic response when maglev trains start on double lines to opposite directions is less than the response when maglev train starts on a single line, and both of them are less than the response when maglev trains start on double lines to the same direction. Compared to the vertical vibration response, the horizontal vibration response is small.