3万t组合列车纵向动力学研究
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摘要
随着国民经济的快速发展,我国铁路重载运输发展很快,2003年以来,大秦铁路开行了万t和2万t级重载列车,使大秦铁路年运量由2002年的1亿t,提高到2010年的4亿t,全线运能大幅度提高。尽管运能不断增加,但仍满足不了国民经济对货物运输的需求,需要更进一步提高运输能力。提高列车运行速度和开行密度等受客观条件限制较多,开行提高牵引质量的3万t组合列车被提上议事日程。
重载运输中由于列车重量和长度增加,制动波传递时间加长,导致车钩力增大,长大列车的纵向冲动成为首要问题。影响车钩力的因素很多,包括列车编组、制动特性以及车钩缓冲器特性等,其中又以空气制动系统的影响最大。由于重载列车中的多机车和可控列尾装置,给列车制动特性的获取带来困难,直接影响到列车纵向动力学分析的准确性。使用以气体流动理论为基础的列车空气制动仿真方法获得的空气制动系统特性,不受现有的试验条件限制,适用于不同的列车编组、试验工况以及装备条件。本文使用的空气制动系统与纵向动力学系统联合仿真软件,在仿真空气制动系统特性的同时,仿真计算列车纵向冲动,实现了制动与纵向动力学的同步仿真,能够实时动态仿真和显示列车运行的全过程,对于改善重载列车纵向动力学性能具有重要意义。
本文综合比较了3万t列车在多机车和列尾不同步动作以及改变制动初速条件下,1+1+1+列尾、1+1+1和1+1+1+0三种编组在平道常用全制动和平道紧急制动工况下的车钩力水平,提出了1+1+1的3万t组合列车可行编组,并且研究了不同步时间对车钩力的影响规律。此外,以大秦线最困难的两个长大下坡道区间中的两个连续区段(k139.9-k155.6)和(k285.3-k305.4)为例,进行循环制动仿真计算,列车能顺利通过两段长大坡道,运行速度基本控制在限制速度以内。
计算结果表明,从控机车滞后时间越长,车钩力越大,平道常用全制动工况下,从控二机车滞后时间比从控一机车滞后时间对车钩力影响更显著,从控机车滞后于主控机车5s时,最大车钩力增加82.4%；平道紧急制动工况下,从控一机车滞后时间对车钩力影响更大,从控机车滞后于主控机车5s时,最大车钩力增加335.9%。常用制动时最大车钩力对列车不构成威胁,紧急制动时,特别是从控机车具有较大滞后时间时,会出现很大的车钩力,是列车运行的危险工况,从控机车滞后时间控制在4.8s以内,车钩力在2500kN的许用范围内。在通过长大坡道时,遵循“小减压和合理控制缓解初速”的原则,两个区段分别进行了4次和3次循环制动,使组合列车顺利通过长大坡道。本文利用仿真软件进行的计算对提高列车的经济性、安全性,对于开行3万t组合列车具有重要意义。
With the rapid development of the national economy,China's railway heavy haul transportation has developed rapidly,since 2003,Datong-Qinhuangdao line opens 10,000 t and 20,000 t heavy haul trains,it makes the annual transportation volume arise from 100 million t in 2002 to 400 million t in 2010,it substantially increases the transportation capacity across the whole line.Despite the transportation capacity constantly increases,but is still fails to meet the needs of the national economy for goods transportation, it needs to improve the transportation capacity further. Increasing train speed and openning density and other measures are restricted by objective conditions,openning the 30,000 t heavy haul trains of improving the traction quality is put on agenda.
During the heavy haul transportation,due to the weight and the length increase of the heavy haul trains,braking wave propagation time gets longer,the coupler force increases,the longitudinal impulse of the heavy haul trains becomes the primary issue.There are many factors that affect the train coupler force,including train marshalling,braking performance and characteristics of draft gear,among which the air braking system is the most important.Because of multi-locomotives and the controllable train tail device in heavy haul trains,it is difficult to get the braking performance for the heavy haul trains and this will reduce the analysis accuracy of train longitudinal dynamics.The air braking system performance that is obtained from the train air braking system simulation method based on the air flow theory,unrestricted by the current test conditions,applicable to different train marshallings,test conditions and equipment conditions.The air braking system and longitudinal dynamics system co-simulation software used in the article,while simulating the air braking system performance,calculating the train longitudinal impulse,achieving the simultaneous simulation of braking and longitudinal dynamics,can real-time dynamically simulate and display the whole process of train running,is of great importance for improving the performance of the heavy haul trains'longitudinal dynamics.
The article comprehensively compares the coupler force of the 30,000 t heavy haul train under the condition of multi-locomotives and controllable train tail asynchronous action and changing the braking initial speed,in the case of full service application and emergency braking of marshallings:1+1+1+controllable train tail,1+1+1 and 1+1+1+0,the feasible marshalling 1+1+1 which is applicable to the Datong-Qinhuangdao line's 30,000 t heavy haul train is proposed,and studies the influence law of asynchronous time to the coupler force.In addition,takes Datong-Qinhuangdao line's two most difficult long slope intervals'two consecutive sections (k139.9-k155.6) and (k285.3-k305.4) as example,carries on cycle brake simulation calculation,train can pass two long slopes,running speed basically controls within the speed limit.
The results show that the longer the lag time of the dependent control locomotives is,the greater the coupler force is,in the case of full service application,the change of dependent control 2 locomotive's lag time has a greater impact than the dependent control 1 locomotive's lag time on the coupler force,the dependent control locomotives brake 5s lagging behind the master control locomotive,the maximum coupler force increases by 82.4%;In the case of emergency braking,the change of dependent control 1 locomotive's lag time has a greater impact on the coupler force,the dependent control locomotives brake 5s lagging behind the master control locomotive,the maximum coupler force increases by 335.9%.In the case of full service application,maximum coupler force is not a threat to the train,in the case of emergency braking,especially the dependent control locomotives having large lag time,there will be a great coupler force,is the dangerous condition of train running,the lag time of dependent control locomotives controlling within 4.8s,the coupler force can be controlled within the acceptable range of 2,500 kN.When passing the long slopes, follows the principle which is "small pressure reduction and reasonably control ease initial speed",4 time and 3 time cycle brake is conducted during the two sections,making the heavy haul train smoothly pass the long slopes.In this paper,the calculation by the simulation software is of great importance to improve the train's economy,security and railway's heavy haul transportation technology.
重载运输中由于列车重量和长度增加,制动波传递时间加长,导致车钩力增大,长大列车的纵向冲动成为首要问题。影响车钩力的因素很多,包括列车编组、制动特性以及车钩缓冲器特性等,其中又以空气制动系统的影响最大。由于重载列车中的多机车和可控列尾装置,给列车制动特性的获取带来困难,直接影响到列车纵向动力学分析的准确性。使用以气体流动理论为基础的列车空气制动仿真方法获得的空气制动系统特性,不受现有的试验条件限制,适用于不同的列车编组、试验工况以及装备条件。本文使用的空气制动系统与纵向动力学系统联合仿真软件,在仿真空气制动系统特性的同时,仿真计算列车纵向冲动,实现了制动与纵向动力学的同步仿真,能够实时动态仿真和显示列车运行的全过程,对于改善重载列车纵向动力学性能具有重要意义。
本文综合比较了3万t列车在多机车和列尾不同步动作以及改变制动初速条件下,1+1+1+列尾、1+1+1和1+1+1+0三种编组在平道常用全制动和平道紧急制动工况下的车钩力水平,提出了1+1+1的3万t组合列车可行编组,并且研究了不同步时间对车钩力的影响规律。此外,以大秦线最困难的两个长大下坡道区间中的两个连续区段(k139.9-k155.6)和(k285.3-k305.4)为例,进行循环制动仿真计算,列车能顺利通过两段长大坡道,运行速度基本控制在限制速度以内。
计算结果表明,从控机车滞后时间越长,车钩力越大,平道常用全制动工况下,从控二机车滞后时间比从控一机车滞后时间对车钩力影响更显著,从控机车滞后于主控机车5s时,最大车钩力增加82.4%；平道紧急制动工况下,从控一机车滞后时间对车钩力影响更大,从控机车滞后于主控机车5s时,最大车钩力增加335.9%。常用制动时最大车钩力对列车不构成威胁,紧急制动时,特别是从控机车具有较大滞后时间时,会出现很大的车钩力,是列车运行的危险工况,从控机车滞后时间控制在4.8s以内,车钩力在2500kN的许用范围内。在通过长大坡道时,遵循“小减压和合理控制缓解初速”的原则,两个区段分别进行了4次和3次循环制动,使组合列车顺利通过长大坡道。本文利用仿真软件进行的计算对提高列车的经济性、安全性,对于开行3万t组合列车具有重要意义。
With the rapid development of the national economy,China's railway heavy haul transportation has developed rapidly,since 2003,Datong-Qinhuangdao line opens 10,000 t and 20,000 t heavy haul trains,it makes the annual transportation volume arise from 100 million t in 2002 to 400 million t in 2010,it substantially increases the transportation capacity across the whole line.Despite the transportation capacity constantly increases,but is still fails to meet the needs of the national economy for goods transportation, it needs to improve the transportation capacity further. Increasing train speed and openning density and other measures are restricted by objective conditions,openning the 30,000 t heavy haul trains of improving the traction quality is put on agenda.
During the heavy haul transportation,due to the weight and the length increase of the heavy haul trains,braking wave propagation time gets longer,the coupler force increases,the longitudinal impulse of the heavy haul trains becomes the primary issue.There are many factors that affect the train coupler force,including train marshalling,braking performance and characteristics of draft gear,among which the air braking system is the most important.Because of multi-locomotives and the controllable train tail device in heavy haul trains,it is difficult to get the braking performance for the heavy haul trains and this will reduce the analysis accuracy of train longitudinal dynamics.The air braking system performance that is obtained from the train air braking system simulation method based on the air flow theory,unrestricted by the current test conditions,applicable to different train marshallings,test conditions and equipment conditions.The air braking system and longitudinal dynamics system co-simulation software used in the article,while simulating the air braking system performance,calculating the train longitudinal impulse,achieving the simultaneous simulation of braking and longitudinal dynamics,can real-time dynamically simulate and display the whole process of train running,is of great importance for improving the performance of the heavy haul trains'longitudinal dynamics.
The article comprehensively compares the coupler force of the 30,000 t heavy haul train under the condition of multi-locomotives and controllable train tail asynchronous action and changing the braking initial speed,in the case of full service application and emergency braking of marshallings:1+1+1+controllable train tail,1+1+1 and 1+1+1+0,the feasible marshalling 1+1+1 which is applicable to the Datong-Qinhuangdao line's 30,000 t heavy haul train is proposed,and studies the influence law of asynchronous time to the coupler force.In addition,takes Datong-Qinhuangdao line's two most difficult long slope intervals'two consecutive sections (k139.9-k155.6) and (k285.3-k305.4) as example,carries on cycle brake simulation calculation,train can pass two long slopes,running speed basically controls within the speed limit.
The results show that the longer the lag time of the dependent control locomotives is,the greater the coupler force is,in the case of full service application,the change of dependent control 2 locomotive's lag time has a greater impact than the dependent control 1 locomotive's lag time on the coupler force,the dependent control locomotives brake 5s lagging behind the master control locomotive,the maximum coupler force increases by 82.4%;In the case of emergency braking,the change of dependent control 1 locomotive's lag time has a greater impact on the coupler force,the dependent control locomotives brake 5s lagging behind the master control locomotive,the maximum coupler force increases by 335.9%.In the case of full service application,maximum coupler force is not a threat to the train,in the case of emergency braking,especially the dependent control locomotives having large lag time,there will be a great coupler force,is the dangerous condition of train running,the lag time of dependent control locomotives controlling within 4.8s,the coupler force can be controlled within the acceptable range of 2,500 kN.When passing the long slopes, follows the principle which is "small pressure reduction and reasonably control ease initial speed",4 time and 3 time cycle brake is conducted during the two sections,making the heavy haul train smoothly pass the long slopes.In this paper,the calculation by the simulation software is of great importance to improve the train's economy,security and railway's heavy haul transportation technology.
引文
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