【機械類畢業(yè)論文中英文對照文獻翻譯】SM90門系統(tǒng)在ADAMS的仿真【PDF英文14頁word中文翻譯2169字6頁】

【機械類畢業(yè)論文中英文對照文獻翻譯】SM90門系統(tǒng)在ADAMS的仿真【PDF英文14頁word中文翻譯2169字6頁】,機械類畢業(yè)論文中英文對照文獻翻譯,PDF英文14頁,word中文翻譯2169字6頁,機械類,畢業(yè)論文,中英文,對照,對比,比照,文獻,翻譯,sm90,系統(tǒng),adams,仿真,pdf,英文,14,word SM90門系統(tǒng)在ADAMS的仿真 Edward de Jong,Christiaan Wattèl NedTrain Consulting BV 介紹 如今，荷蘭鐵路（NS）處理的火車乘客人數(shù)以每年約6％的速度強勁增長。這意味著，現(xiàn)有鐵路車輛的可用性和可靠性對運營商和NS乘客具有重大意義。當然列車運行的效率也將對它的工作穩(wěn)定性產(chǎn)生影響。最重要的措施表明列車服務的效率是因為眾多“技術上的延誤”。這意味著眾多延誤是因為（技術）失敗，這直接影響列車運行和導致延誤超過3分鐘。 坐火車旅行時，行車時間取決于行駛距離、剎車/加速性能以及在中途站停車時間等方面。這一次是離開或進入火車乘客人數(shù)，門的幾何形狀，開啟和關閉門的動作決定。列車停車時間的長度從約60秒至180秒。門打開或關閉所需的時間大約是6秒。這意味著，開關門所需的時間可高達20％的總停車時間。任何減少開關門時間的措施，將更好的直接減少停機時間和達到更好的性能。 在開啟和關閉門的運動結束時，門被推離中心位置，這導致系統(tǒng)中產(chǎn)生一個預緊力。橡膠停止時的位置和狀態(tài)確定了門系統(tǒng)中開啟或關閉時的位置上產(chǎn)生的預緊量，為了以防這些停止塊在磨損、沉陷或維護過程中被修改而退化，這可能導致運行失敗。門不能關閉，鎖定或不留在打開位置。這些故障導致列車延誤和門的故障卻從運行中排除。關閉列車門時一個故障的影響可能是積極的，當檢測到門板之間有什么東西時。門運動速度變化表明了可能有物體在門板之間，這導致列車門自動打開了。然而擋在門板中間的物體的特點決定了門的響應而且并不一定會自動導致門板的反向運動。在這種情況下，關閉動作可能不會停止，這會使乘客受傷或處在危險的狀況。減少門的關閉時間將因此還需要審查障礙抑制系統(tǒng)的正常運行。這種安全系統(tǒng)需要對物體的形狀大小超過65-70mm。較小的對象將不會被檢測到，門也將不會打開。 本次調查的目的 因為NS客運是我們最重要的客戶，我們正在積極尋找有利于我們的客戶的任何可能性，并進行改善。專業(yè)車輛由于NedTrain咨詢，我們必須看清楚在各次列車系統(tǒng)存在的可能性和限制。隨著技術持續(xù)不斷的發(fā)展，在多體軟件程序的幫助下將表現(xiàn)出提高了系統(tǒng)的功能。由于門系統(tǒng)復雜的三維機制和需要工程領域內(nèi)的廣泛互動（機械、電氣和氣動），以前的分析方法被證明是限制在一定的復雜程度內(nèi)的。但多體模型會讓我們更直觀的觀察在列車門的運動中發(fā)生的各種現(xiàn)象。定義以下參數(shù)： ●通過不同的幾何性質的分析觀察列車門的開啟和關閉動作 ●安全失效分析 ●障礙抑制設備控制器的改進 ●檢修優(yōu)化 ●探討改進控制器的可行性和效益 ●列車運行和風力與門運動的關系 ●乘客誘導力量與門運動的關系 為了確定模擬的附加值，SM90列車門系統(tǒng)的ADAMS模型已開發(fā)。本報告將重點放在模型開發(fā)的第一步，并顯示上述目標的可行性。這樣的結果將用來說服NS的乘客相信對列車門系統(tǒng)的這些改進是有益處的。系統(tǒng)描述圖1所示為SM90門系統(tǒng)的基本工作原則 圖1 SM90門系統(tǒng) 圖2 扭矩氣缸 按下“打開或關閉”按鈕，激活一個微處理器并提供充分的壓力在扭矩缸的驅動艙上。為了提高門的開閉速度，此缸的排氣艙通過脈沖寬度調制的減壓閥與大氣相連。微處理器通過改變流出量實現(xiàn)減壓。瞬時流量控制是在門的角速度和非線性控制器的基礎上實現(xiàn)的。微處理器可以通過一個增壓閥提高排氣艙的壓力從而來降低門的速度。裝置這個增壓閥的作用是為了以防萬一門的角速度過高從而超過某一閥值。這是一個普遍的規(guī)則，通過控制排氣艙從而使粘滑現(xiàn)象降到最低。壓力差導致扭矩缸活塞的位移,此位移結果作用在一個旋轉的圓柱體上（通過齒輪齒條傳動）。一處桿聯(lián)動將這旋轉作用在兩個門扇機制中。通過這樣的方法此位置與門位置之間建立了獨特的位置鏈接（通過非線性機械傳動方式）。扭矩氣缸的角位移通過位移傳感器測量?；诮嵌刃畔⒌奈⑻幚砥骺刂婆ぞ馗椎膶崟r位置從而確定門的位置。圖3所示為該模型的圖形表示。 圖3 ADAMS上門系統(tǒng)模型 仿真模型是能夠重現(xiàn)開啟和關閉門的動作。它由機械門系統(tǒng)（門板、桿、密封件、停止塊），氣動元件（活塞、高壓艙、氣動閥）和電子元件（測量和控制部件）組成。所有的系統(tǒng)已在ADAMS/View環(huán)境下建模。氣動系統(tǒng)的Saint Venant方程組已用于高壓艙氣體介質的狀態(tài)描述。該模型已被測量結果驗證，圖4顯示了在關門操作中的系統(tǒng)響應。 圖4關門操作過程中的狀態(tài)響應 圖5關門過程中的計算響應 在開門過程中開啟腔壓力從1bar到10bar迅速增加，而關閉腔的壓力下降并由控制器控制以保持門所需的運動。由于活塞運動，開啟腔的壓力改變了一點導致體積增加。在開啟門期間這種現(xiàn)象是清晰可見的，因為機械系統(tǒng)通過越過中心位置導致了一個很高的開啟速度。在t=5時門已經(jīng)關閉而開啟運動開始。測量結果和計算響應呈現(xiàn)良好的對應。當在中心位置是壓力暫時增加，這在測量圖中比計算響應圖中顯示的更加明顯。這是由于現(xiàn)有的旁通閥，通過與關閉腔的連接限制了壓力的快速下降。此閥并未在計算機中建立模型。 門沉降 在火車的運行中，門中停止塊的位置會因為磨損、橡膠或鋼構件的塑性變形或維護操作而改變。據(jù)了解，在實際過程中，這些停止塊的錯位會導致門不能關閉或者門在閉合位置的預緊力不足。同樣，門板的制導機制也被證明會因為這種現(xiàn)象而導致強度失效。要研究這種現(xiàn)象，停止塊的位置精度已被更改為1mm。圖6和圖7所示為開啟和關閉動作時凸起停止塊的壓力和推力（只顯示開啟動作） 圖6不同的凸起停止塊位置：壓力計算響應 圖7不同的凸起停止塊位置：推力計算響應 很明顯，壓力顯示表明只在開啟或關閉動作結束時和標準情況有偏差。推力作用在凸起停止塊上，因此門的制導機制增加約190％。這表明凸起停止塊位置的微小偏差也會造成嚴重的影響。由于火車的運行導致的門移動 出于安全原因，顯而易見的是列車門在列車運行的時候應是關閉的。在外力作用在門上時，門不應該出現(xiàn)明顯的位移。例如，當火車通過隧道或乘客靠在門上時。當這些情況發(fā)生時，該系統(tǒng)應進一步推到鎖定位置。例： ●車速160km/h：運行的火車在一米的距離上運行速度為200km/h ●倚靠乘客：800N，400N每扇門因為車速產(chǎn)而添加到模型中的力如下圖所示 圖8作用在門板上的力與門位移的關系 最大側向位移約為1mm。制導機制的最大位移約為1000納米。結果表明，門應該被進一步推到鎖定位置。 總結 機械、氣動、電子系統(tǒng)都集成在一個模型中的SM90門系統(tǒng)多體模型已經(jīng)被開發(fā)出來了。雖然模型需要依據(jù)真實情況進行改善，但仿真結果還是具有前瞻性的。進一步改進模型必須綜合包括氣動室中的橡膠密封件的摩擦和減壓閥速度的實施。 它已被證明，目前的模式是有能力處理各種現(xiàn)實生活中的問題與現(xiàn)有的門系統(tǒng)的運作。該模型的初步結果將可用于顯示多體仿真的好處，為今后改進SM90列車門系統(tǒng)打下基礎。 Simulation of an SM90 door system in ADAMS Edward de Jong, Christiaan Wattèl NedTrain Consulting BV Introduction Nowadays the Dutch railways (NS) deals with a strong increase of the number of train passengers of approximately 6 percent per year. This means that the availability and reliability of the existing rolling stock is of major importance for the operator NS Passengers. Also the efficiency during train operation will have it’s impact on the daily train services. The most important measure to indicate the efficiency of the train service is by means of the number of ‘technical primary delays’. This means the number of delays caused by a (technical) failure which directly effect the train operation and results in a delay of more then 3 minutes. When travelling by train, the travelling time is determined by aspects like travelled distance, braking/accelerating performance as well as the stopping time at the intermediate stations. This time is determined by the number of passengers leaving or entering the train, the door geometry, and the opening and closing movements of the doors. The stop length for stop trains varies from approximately 60 seconds to 180 seconds. The amount of time needed to open or close the doors is approximately 6 seconds. This means that the time needed to operate the door can be as high as 20% of the total stopping time. Any limitation of this value will lead a direct decrease of the stopping time and results in a better performance. At the end of the closing and opening movement, the door is pushed in a overcentered position, resulting in a pretension of the system. The position and condition of the rubber stops define the amount of pre tension in the door system in the closed or opened position. In case these stops are degenerated by wear or settlement or when the position is modified during maintenance, this can result in operating failures. The door can not be closed and locked or does not stay in the open position. Both failures lead to delays in the train service and passenger discomfort while doors must be excluded from operation. While closing the doors an obstacle inhibition device is active which detects possible objects between the door blades. A change of sign in the speed of the door movements indicates a possible object between the door blades, resulting in the doors automatically being opened. However the characteristics of the object defines the resulting response of the doors and will not automatically lead to a reverse speed of the door blades. In that case the closing movement will not be stopped resulting in possible passenger injury or hazardous situations. Reducing the closing time of the door will therefore require also a review of the proper operation of the obstacle inhibition system. This safety system is only operative for object larger then 65-70 mm. Smaller object will not be detected and the door will not be opened. Purpose of this investigation With NS Passenger being our most important client we are actively looking for any possibilities and improvements which are beneficial to our client. As NedTrain Consulting is specialized in the rolling stock we have a clear look at the possibilities ánd restrictions of the various train systems. With the ongoing technical possibilities and developments, the help of multi body software programs will give the opportunity to show the benefits by improving the functionality of the system. Because of the complex three dimensional mechanism of a door system and the interaction of various fields of engineering (mechanics, electrics and pneumatics) previous analysis methods proved to be limited to a certain complexity level. It is assumed that a multi body model will give insight in the various phenomena during door operation. The following goals are defined: ? Improved insight in the door opening and closing action with varying geometric properties ? Safety failure analysis ? Improvement of the obstacle inhibition device controller ? Overhaul optimisation ? Investigate the feasibility and benefits of an improved controller. ? Door movements due to train passage and wind forces ? Door movements due to passenger induced forces To determine the added value of simulation, an ADAMS model of a door system of an SM90 train has been developed. This presentation will focus on the first steps of development of the model and showing the feasibility to get to the above mentioned goals. The results will be used to convince NS Passenger of the potentials of these improvements in door system operation. System description The elementary working principle of a SM 90 swing-plug door system can be explained by figure 1. Figure 1 SM 90 door system Pushing an open or close button activates a microprocessor and puts full pressure on the driving compartment of a torque cylinder. To increase the speed of the door, the exhausting compartment of this cylinder is connected with the atmosphere via a depressurisation valve which is pulse width modulated. The microprocessor controls the depressurisation by varying this outflow. The momentary outflow control is found on the basis of the angular velocity of the door and a non-linear controller. The microprocessor can reduce the speed of the door by raising the pressure in the exhausting department using inflow control of a pressurisation valve. This pressurisation valve is activated in case the angular velocity is far too high and thereby exceeds a certain threshold value. It is a general rule that by controlling the exhausting compartment, the stick-slip phenomena are minimized. s cyl p opn V opn T opn p slt V slt T slt P_omgeving nozzle_slt1 G_slt1 phi_slt1 P_reservoir nozzle_slt10 G_slt10 phi_slt10 P_reservoir nozzle_opn10 G_opn10 phi_opn10 P_omgeving nozzle_opn1 G_opn1 phi_opn1 openzijde sluitzijde zuiger cilinder Figure 2 Torque cylinder The pressure difference leads to a displacement of the piston in the torque cylinder. This displacement results (via a gear-rack transmission) in a rotation of the cylinder. A rod-linkage translates this rotation into a transportation of the two door leaf mechanisms. In this way the position is linked (by means of a non-linear mechanical transmission) to a uniquely defined position of the door. The angular displacement of the torque cylinder is measured by means of a displacement sensor. on the basis of this angular information the microprocessor control the time-dependent position of the torque cylinder and thereby the position of the door system. Figure 3 shows a graphical representation of the model. Figure 3 ADAMS door model The simulation model is able to reproduce the opening and closing action of the door. It consists of the mechanical door system (door blades, levers, seals, stops) pneumatic units (piston and high pressure chambers, pneumatic valves) and electronic units (measuring and control part). All systems have been modelled within the ADAMS/View environment. For the pneumatic system the Saint Vennant equations have been used for the state description of the gas medium in the chambers. The model has been verified with measurement results. Figure 4 shows the response of the system during a closing operation. Figure 4 Measured response during closing operation Figure 5 Calculated response during closing operation During opening the pressure in the opening chamber increases quickly from 1 bar to 10 bar, while the pressure in the closing chamber decreases and is controlled by the controller to maintain the desired door movement. The pressure at the opening side changes a little due to the movement of the piston resulting in a volume increase. This phenomena is clearly visible during start of the opening movement as the mechanism moves through the overcentering position resulting in a high opening speed at a relieve small chamber volume. At t=5 s the door is closed and the opening movement starts. The measured and computed response show good correspondence. When in overcentering position the pressure temporarily increases which is in the measured response more visible then for the calculated response. This is due to the existing of a bypass valve which limits the fast decreasing pressure by connecting the closing chamber temporarily with the high pressure (10 bar) reservoir. This valve has not yet been modelled in the calculation program. Door settlement During the life of the train the position of the stops on the door and coach structure can change due to wear, plastic deformation of rubber or steel components or maintenance operations. It is known from practice that a false position of these stops can lead to doors not being closed or an insufficient pretension of the door in the closed position. Also the guidance mechanism of the door blades has shown strength failures due to this phenomena. To study this behaviour the position of the stops have been varied by 1 mm. Figure 6 and figure 7 below show the resulting pressures in the opening and closing chambers as well as the forces exerted on the bump stops (displayed for opening action only). Figure 6 Calculated response with varying bump stop position: pressures Figure 7 Calculated response with varying bump stop position: forces It is clear that the pressure show only deviations form the standard situation at the end of the opening or closing movement. The forces on the bump stops and as a result also on the guidance mechanism of the door blades show an increase of approximately 190%. This indicates the serious implications of small disturbance of the bump stop position. Door movements due to train passage For safety reasons it is obvious that the door should be closed at all times when the train is moving. No significant displacement should occur as a results of external forces on the door blades, e.g. when passing train, tunnel passage or passenger leaning on the door. When these situations occur the system should be pushed further into the locking position. As an example the following requirements are used: ? At vehicle speed 160 km/h: passing train with 200 km/h at 1 m distance ? Leaning passengers: 800 N, 400 N per door blade The resulting forces where added to the model with a short delay between the two door blades as a result of the vehicle speed. The resulting forces are show in the figure below: Figure 8 Door movements with external forces on door blades The maximum lateral displacement is approximately 1 mm. The maximum moment in the guidance mechanism of the door is approximately 1000 Nm. The results show that the doors are pushed further into the locking mechanism. Conclusion A multi body model of a SM90 door system is developed where the mechanical, pneumatic and electric systems are integrated in one model. Although the model needs improvements to fully represent the real life situation, the simulation results up till now are promising. Further model improvement have to be integrated including friction of the rubber seals in the pneumatic chambers and the implementation of the speed reducing valve. It has been shown that the current model is capable to deal with the various real life problems with the existing door system currently in operation by Dutch Railways. The preliminary results of the model will be used to show the benefits of multi body simulation for future improvement of the SM90 train door system. 1 N T D P A4 - P 1 European ADAMS User’ Conference November 15-16 2000, Rome Simulation of an SM90 door system in ADAMS Edward de Jong, Christiaan Wattèl N T D P A4 - P 2 European ADAMS User’ Conference November 15-16 2000, Rome Introduction to NedTrain Consulting Formerly NS Materieel Engineering Subsidiary of Netherlands Railways (NS) Rolling stock engineering and consultancy 200 qualified employees 50% owner of ADAMS/Rail 2 N T D P A4 - P 3 European ADAMS User’ Conference November 15-16 2000, Rome Operational issues: Door controller: up to 20% needed for opening/closing movement Technical Primary Delays (TPD): Decreased reliability through varying door settlement Liability: increases risk of passenger injury through obstacle inhibition system Geometric properties Door movements due to external forces Feasibility is investigated by using simulation N T D P A4 - P 4 European ADAMS User’ Conference November 15-16 2000, Rome ADAMS simulations SM90 door system: first controlled door system Goals: Define maintenance requirements Reduce opening/closing time Minimize forces generated by obstacle inhibition system Investigate the influence of wind forces and passenger induced forces Total Service: Results will be used to show benefits to customer 3 N T D P A4 - P 5 European ADAMS User’ Conference November 15-16 2000, Rome Door system SM90 N T D P A4 - P 6 European ADAMS User’ Conference November 15-16 2000, Rome ADAMS door model Mechanical Electrical Pneumatic 4 N T D P A4 - P 7 European ADAMS User’ Conference November 15-16 2000, Rome Validation results Opening and closing movement Door angle and door velocity Pressures N T D P A4 - P 8 European ADAMS User’ Conference November 15-16 2000, Rome Validation results Opening and closing movement: measured response fair compliance within current scope , however improvements needed 5 N T D P A4 - P 9 European ADAMS User’ Conference November 15-16 2000, Rome Animation Normal closing and opening movement N T D P A4 - P 1 0 European ADAMS User’ Conference November 15-16 2000, Rome Simulation results (2) Door settlement (adjustment of stops) 6 N T D P A4 - P 1 1 European ADAMS User’ Conference November 15-16 2000, Rome Door settlement Force increase of >190% within range +1 to –1 mm ! Forces exerted on door stops N T D P A4 - P 1 2 European ADAMS User’ Conference November 15-16 2000, Rome Simulation results (3) External forces on door blades Relative speed 360 km/h at 1 m Passenger exerted force 800 N 7 N T D P A4 - P 1 3 European ADAMS User’ Conference November 15-16 2000, Rome Conclusions Model is capable of showing fair correspondence with measurements Can be used for various simulations Results will be used to initiate future improvements and optimization of door systems