列车供风与用风能力仿真分析
|
摘要
机车供风能力是机车设计的内容之一,随着客运列车用风装置的增多,供风与用风的矛盾突出,出现空压机频繁启动的现象,影响到空压机寿命和列车供风能力,甚至影响列车运行安全.建立机车供风和列车用风系统模型,首先通过线路试验数据,获得列车用风数据,在实际用风条件下分析主风缸容积、空压机排气量和空压机开启压力对空压机启动次数和工作时间的影响,计算结果表明:主风缸容积增加、空压机排气量减小和空压机启动压力降低都可以减小空压机启动次数,并且保证列车用风.在保证空压机启动次数不超过30次/h条件下,给出了某一参数固定时其他两参数选择范围.该研究为认识机车风源系统各参数影响规律,设计机车风源系统提供了借鉴.
The frequent starting of air compressor influences the fatigue life of air compressor and the air supply ability,even damages the safety of train running. The locomotive air supply and train air consumption system model was established. First,the train air consumption data were obtained from train in-site experiment. Under the actual conditions of air consumption of the train,the influences of the volume of main reservoir,the capacity of air compressor and the opening pressure of air compressor on opening times and working time of air compressor were analyzed. It shows the increasing in volume of main cylinder,decreasing of capacity of air compressor and decreasing opening pressure will reduce the opening times of air compressor and can meet the demand of train air consumption. In order to ensure that the starting of air compressor is not more than 30 times/h,the feasible ranges of the two parameters are given when one parameter is fixed.
The frequent starting of air compressor influences the fatigue life of air compressor and the air supply ability,even damages the safety of train running. The locomotive air supply and train air consumption system model was established. First,the train air consumption data were obtained from train in-site experiment. Under the actual conditions of air consumption of the train,the influences of the volume of main reservoir,the capacity of air compressor and the opening pressure of air compressor on opening times and working time of air compressor were analyzed. It shows the increasing in volume of main cylinder,decreasing of capacity of air compressor and decreasing opening pressure will reduce the opening times of air compressor and can meet the demand of train air consumption. In order to ensure that the starting of air compressor is not more than 30 times/h,the feasible ranges of the two parameters are given when one parameter is fixed.
引文
[1]汪朱力.提速客运列车空气系统设计存在问题的探讨[J].铁道机车车辆,2007,27(2):53-54.
[2]齐俊岩.北京地铁1号线地铁列车风源系统[J].铁道车辆,2009,47(3):20-22.
[3]魏伟,项宇航.机车风源系统设计方法研究[J].大连交通大学学报,2010,31(5):1-5.
[4]刘安.城轨车辆供风系统用风量计算及验证试验[J].机车电传,2010(5):62-66.
[5]刘豫湘,吴智,卢东涛.机车风源系统供风能力的研究[J].电力机车与城轨车辆,2006,26(5):7-11.
[6]柳志华,张斌,姜葛.6CD3UC空气-真空空压机供风能力校核及控制[J].铁道机车与动车,2016(6):17-20.
[7]蒙星宇.高速动车组制动供风系统仿真及分析[D].成都:西南交通大学,2012.
[8]汤祥根,张开文.5000t级重载列车供风能力的研究[J].铁道学报,1994,16(增):119-124.
[9]李化明,崔任永,梁建全,等.时速250公里动车组空压机供风能力分析[J].中国高新技术企业,2014,21:115-116.
[10]齐旭,王存兵,王晓雷.高原机车供风能力分析[J].铁道机车与动车,2016(4):38-39.
[11]国家铁路局.TB/T 2710.2-2015机车、动车组用空气空压机组技术条件[S].北京:中国铁道出版社,2015.
[12]吴朝东,邓李平.客运机车供风监测装置的开发与研究[J].电力机车与城轨车辆,2016,39(2):30-34,43.
[2]齐俊岩.北京地铁1号线地铁列车风源系统[J].铁道车辆,2009,47(3):20-22.
[3]魏伟,项宇航.机车风源系统设计方法研究[J].大连交通大学学报,2010,31(5):1-5.
[4]刘安.城轨车辆供风系统用风量计算及验证试验[J].机车电传,2010(5):62-66.
[5]刘豫湘,吴智,卢东涛.机车风源系统供风能力的研究[J].电力机车与城轨车辆,2006,26(5):7-11.
[6]柳志华,张斌,姜葛.6CD3UC空气-真空空压机供风能力校核及控制[J].铁道机车与动车,2016(6):17-20.
[7]蒙星宇.高速动车组制动供风系统仿真及分析[D].成都:西南交通大学,2012.
[8]汤祥根,张开文.5000t级重载列车供风能力的研究[J].铁道学报,1994,16(增):119-124.
[9]李化明,崔任永,梁建全,等.时速250公里动车组空压机供风能力分析[J].中国高新技术企业,2014,21:115-116.
[10]齐旭,王存兵,王晓雷.高原机车供风能力分析[J].铁道机车与动车,2016(4):38-39.
[11]国家铁路局.TB/T 2710.2-2015机车、动车组用空气空压机组技术条件[S].北京:中国铁道出版社,2015.
[12]吴朝东,邓李平.客运机车供风监测装置的开发与研究[J].电力机车与城轨车辆,2016,39(2):30-34,43.