基于制动系统仿真的两万吨列车纵向动力学分析
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摘要
本文针对我国大秦线两万吨重载列车运用过程中出现的断钩及磨损严重的问题,开展两万吨重载列车纵向动力学研究。首先建立一个列车纵向动力学分析模型,给出纵向动力学分析公式中各参数的计算方法,包含牵引力、动力制动力、闸瓦摩擦系数、运行阻力、坡道阻力。特别针对引起列车纵向冲动的主要因素——制动特性等速假定带来的问题,使用仿真方法仿真计算出各种编组条件下、各种制动工况的制动特性。以单车碰撞试验数据为基础计算,求出三种缓冲器特性,再将各种缓冲器应用在列车纵向动力学计算中。仿真了两万吨列车各种情况下纵向动力学特性,编组考虑了1+2+1,2+0+2,2+2+0三种情况,制动考虑了最大减压量常用制动和紧急制动,缓冲器考虑了HM-1、HM-2、MT-2三种缓冲器。利用仿真结果分析了HM-1缓冲器在三种编组情况下,常用制动和紧急制动情况下的车钩力受力特点及分布规律,给出了最大车钩力发生位置。2+0+2编组情况下最大车钩力分布是以前部受压,后部受拉为主要特点,最大车钩力发生在列车的1/4和3/4处。1+2+1编组列车在受力特点上与两个2+0+2编组列车相近。从车钩力看,最佳编组情况是1+2+1编组,其次是2+0+2编组,2+2+0编组最差。对无牵引杆和有牵引杆两种情况下的车钩力进行了分析。对三种缓冲器在各种工况下的车钩力进行了比较研究。该工作为缓冲器评价提供参考,为正确的选择列车编组与列车操纵提供依据。
This article appears in view of our country Qin Empire line 20,000 ton heavy load train utilization process in breaks the hook and the attrition serious issue,carries out 20,000 ton heavy load train longitudinal dynamics research.First establishes a train longitudinal dynamics analysis model,gives in the longitudinal dynamics analysis formula various parameters computational method,contains the force of traction,the power braking force,the brake shoe friction coefficient,the movement resistance,the slopeway resistance.Aims at specially causes the train longitudinal impulse primary factor----The brake characteristic constant speed question,the use simulation method simulation calculates under under each kind of grouping condition,each kind of brake operating mode brake characteristic.Take the bicycle tentative data as the foundation computation,extracts three kind of buffer characteristics,again each kind of buffer application in train longitudinal dynamics computation.In simulation 20,000 ton train each kind of situation the longitudinal dynamics characteristic,grouping had considered 1 + 2 + 1,2 + 0 + 2,2 + 2 + 3 kind of situations, applied the brake to consider the biggest reduced pressure quantity commonly used brake and the emergency brake,the buffer has considered HM-1,HM-2,the MT-2 three kind of buffers.Has analyzed the HM-1 buffer using the simulation result in three kind of grouping situations,the commonly used brake and in the emergency brake situation vehicle stress on hook stress characteristic and the distribution rule,gave the most large cart stress on hook to have the position.In 2+0+2 grouping situations the most large cart stress on hook distribution is by the front part bearing,behind is pulled for the main characteristic,the most large cart stress on hook occurs in the train 1/4 and 3/4.1+2+1 grouping trains are close in the stress characteristic and two 2+0+2 grouping trains.Looking from the vehicle stress on hook that, groups the situation is 1+2+1 grouping best,next is 2+0+2 grouping,2+2+0 worst.To did not have the draw link and has in the draw link two kind of situation vehicle stresses on hook to carry on the analysis.Has conducted the comparison research to three kind of buffer under each kind of operating mode vehicle stresses on hook.This work provides the reference for the buffer appraisal,provides the basis for correct choice train grouping and the buffer.
This article appears in view of our country Qin Empire line 20,000 ton heavy load train utilization process in breaks the hook and the attrition serious issue,carries out 20,000 ton heavy load train longitudinal dynamics research.First establishes a train longitudinal dynamics analysis model,gives in the longitudinal dynamics analysis formula various parameters computational method,contains the force of traction,the power braking force,the brake shoe friction coefficient,the movement resistance,the slopeway resistance.Aims at specially causes the train longitudinal impulse primary factor----The brake characteristic constant speed question,the use simulation method simulation calculates under under each kind of grouping condition,each kind of brake operating mode brake characteristic.Take the bicycle tentative data as the foundation computation,extracts three kind of buffer characteristics,again each kind of buffer application in train longitudinal dynamics computation.In simulation 20,000 ton train each kind of situation the longitudinal dynamics characteristic,grouping had considered 1 + 2 + 1,2 + 0 + 2,2 + 2 + 3 kind of situations, applied the brake to consider the biggest reduced pressure quantity commonly used brake and the emergency brake,the buffer has considered HM-1,HM-2,the MT-2 three kind of buffers.Has analyzed the HM-1 buffer using the simulation result in three kind of grouping situations,the commonly used brake and in the emergency brake situation vehicle stress on hook stress characteristic and the distribution rule,gave the most large cart stress on hook to have the position.In 2+0+2 grouping situations the most large cart stress on hook distribution is by the front part bearing,behind is pulled for the main characteristic,the most large cart stress on hook occurs in the train 1/4 and 3/4.1+2+1 grouping trains are close in the stress characteristic and two 2+0+2 grouping trains.Looking from the vehicle stress on hook that, groups the situation is 1+2+1 grouping best,next is 2+0+2 grouping,2+2+0 worst.To did not have the draw link and has in the draw link two kind of situation vehicle stresses on hook to carry on the analysis.Has conducted the comparison research to three kind of buffer under each kind of operating mode vehicle stresses on hook.This work provides the reference for the buffer appraisal,provides the basis for correct choice train grouping and the buffer.
引文
[1]耿志修.大秦线开行20 kt级重载组合列车系统集成与创新.中国工程科学.2008,10(3):31-43
[2]马大炜,冀彬,王成国.大秦线开行2万t级重载列车的关键技术问题和对策.铁道机车车辆.2007,27(4):1-3
[3]王悦明,陶强,陆阳等,大秦线2万t重载组合列车试验研究.铁道科学技术新进展--铁道科学研究院55周年论文集,2007:135
[4]张波,钱立新,马大炜等.重载列车ECP/DP系统的仿真研究.铁道科学技术新进展--铁道科学研究院55周年论文集,2007:142
[5]杨万坤,陆阳,张波等.大秦线2万t组合列车中部纵向力测试分析.铁道机车车辆.2005,25(A):16-18
[6]马大炜,货车缓冲装置和列车最大纵向力的试验研究.铁道机车车辆.1995,15(1):14-18
[7]蔡英,黄时寿.重载铁路的线路动力学测试及分析--大秦线万吨列车试验分析,西南交通大学学报.1993,(3):92-98
[8]马大炜.繁忙干线开行5000t级重载列车的制动动力学问题.中国铁道科学.1994,15(1):14-23
[9]严隽耄,翟婉明,陈清等.重载列车系统动力学.北京:中国铁道出版社,2003
[10]常崇义,王成国,马大炜.2万t组合列车纵向力计算研究.铁道学报.2005,28(2):89-94
[11]洪原山,马玲.车辆纵向动力学模型与计算机仿真的研究.铁道学报.1988,11(2):11-20
[12]洪原山.敞车冲击试验报告.铁道部科学研究院,1978
[13]耿志修,李学峰,张波等.大秦线重载列车运行仿真计算研究,中国铁道科学.2008,29(2):88-93
[14]常崇义,王成国,马大炜等.两万吨组合列车纵向力计算研究.铁道学报.2006,28(8):89-94
[15]马大炜,关于大秦线重载列车下坡道安全运行和纵向力问题.铁道车辆.2005,43(1):124
[16 王桥医,陈海涛.高速重载列车制动运行工况动力学模型及其求解.株洲工学院学报.2004,18(2):9-11
[17]陈方昌,樊连波译.超重列车制动动力学.北京:中国铁道出版社,1984
[18]赵鑫,王成国,马大炜.机车无线同步控制技术对2万t重载组合列车纵向力的影响.中国铁道科学.2008,29(3):78-83
[19]姜洪亮.利用纵向动力学软件设计缓冲器特性曲线.铁道车辆.1998,36(4):79-81
[20]魏伟.两万吨组合列车制动特性.交通运输工程学报.2007,7(6):12-16
[21]魏伟.120阀及试验台的计算机模拟.铁道学报.2000,22(1):31-35
[22]魏伟.列车空气制动系统仿真的有效性.中国铁道科学.2006,27(5):104-109
[23]魏伟,李文辉.列车空气制动系统数值仿真.铁道学报.2003,25(1):38-42
[24]瞿伟廉,李海峰,刘嘉.列车制动力仿真的程序实现技术.武汉理工大学学报.2007,29(7):82-84
[25]陆文飞,张有忱.列车纵向冲动仿真建模的研究.机电工程.2007,24(3):48-50
[26]胡万华,杨建伟,李继山.列车纵向冲动数学模型及仿真研究.太原重型机械学院学报.2004.25(3):170-174
[27]范佩鑫,陈成元.重载组合列车纵向动力学的实验研究及理论分析.西南交通大学学报.1997,79(1):35-44
[28]范佩鑫.重载列车牵引、调速及紧急制动的纵向力--大秦线万吨列车试验研究.西南交通大学学报.1994,29(1):57-64
[29]X.Zhuan and X.Xia,Cruise Control Scheduling of Heavy Haul Trains.TRANSACTIONS ON CONTROL SYSTEMS TECHNOLOGY.2006,14(4):757-766
[30]M.Choua,X.Xia,C.Kayser.Modelling and model validation of heavy-haul trains equipped with electronically controlled pneumatic brake systems,Control Engineering Practice.2007,15:501-509
[31]M.Chou,X.Xia.Optimal cruise control of heavy-haul trains equipped with electronically controlled pneumatic brake systems.Control Engineering Practice.2007,15:11-519
[32]C Cole and Y Q Sun.Simulated comparisons of wagon coupler systems in heavy haul trains.Rail and Rapid Transit.2006,220:247-256
[33]高春明,冀彬,张波等.大秦线重载组合列车的LOCOTROL技术应用研究.电力机车与城轨车辆.2006,29(6):5-7
[34]刘凤刚,陈凯,张俊等.第2代单元列车车辆连接问题.国外铁道车辆.2003,40(4):29-32
[35]涂智文.货车重载牵引杆在大秦线上的应用前景分析.铁道车辆.2006,44(7):34-36
[36]中华人民共和国铁道部.列车牵引计算规程.1998,3-10
[37]车辆货车闸瓦技术条件通知_运装货车[2002]11号
[2]马大炜,冀彬,王成国.大秦线开行2万t级重载列车的关键技术问题和对策.铁道机车车辆.2007,27(4):1-3
[3]王悦明,陶强,陆阳等,大秦线2万t重载组合列车试验研究.铁道科学技术新进展--铁道科学研究院55周年论文集,2007:135
[4]张波,钱立新,马大炜等.重载列车ECP/DP系统的仿真研究.铁道科学技术新进展--铁道科学研究院55周年论文集,2007:142
[5]杨万坤,陆阳,张波等.大秦线2万t组合列车中部纵向力测试分析.铁道机车车辆.2005,25(A):16-18
[6]马大炜,货车缓冲装置和列车最大纵向力的试验研究.铁道机车车辆.1995,15(1):14-18
[7]蔡英,黄时寿.重载铁路的线路动力学测试及分析--大秦线万吨列车试验分析,西南交通大学学报.1993,(3):92-98
[8]马大炜.繁忙干线开行5000t级重载列车的制动动力学问题.中国铁道科学.1994,15(1):14-23
[9]严隽耄,翟婉明,陈清等.重载列车系统动力学.北京:中国铁道出版社,2003
[10]常崇义,王成国,马大炜.2万t组合列车纵向力计算研究.铁道学报.2005,28(2):89-94
[11]洪原山,马玲.车辆纵向动力学模型与计算机仿真的研究.铁道学报.1988,11(2):11-20
[12]洪原山.敞车冲击试验报告.铁道部科学研究院,1978
[13]耿志修,李学峰,张波等.大秦线重载列车运行仿真计算研究,中国铁道科学.2008,29(2):88-93
[14]常崇义,王成国,马大炜等.两万吨组合列车纵向力计算研究.铁道学报.2006,28(8):89-94
[15]马大炜,关于大秦线重载列车下坡道安全运行和纵向力问题.铁道车辆.2005,43(1):124
[16 王桥医,陈海涛.高速重载列车制动运行工况动力学模型及其求解.株洲工学院学报.2004,18(2):9-11
[17]陈方昌,樊连波译.超重列车制动动力学.北京:中国铁道出版社,1984
[18]赵鑫,王成国,马大炜.机车无线同步控制技术对2万t重载组合列车纵向力的影响.中国铁道科学.2008,29(3):78-83
[19]姜洪亮.利用纵向动力学软件设计缓冲器特性曲线.铁道车辆.1998,36(4):79-81
[20]魏伟.两万吨组合列车制动特性.交通运输工程学报.2007,7(6):12-16
[21]魏伟.120阀及试验台的计算机模拟.铁道学报.2000,22(1):31-35
[22]魏伟.列车空气制动系统仿真的有效性.中国铁道科学.2006,27(5):104-109
[23]魏伟,李文辉.列车空气制动系统数值仿真.铁道学报.2003,25(1):38-42
[24]瞿伟廉,李海峰,刘嘉.列车制动力仿真的程序实现技术.武汉理工大学学报.2007,29(7):82-84
[25]陆文飞,张有忱.列车纵向冲动仿真建模的研究.机电工程.2007,24(3):48-50
[26]胡万华,杨建伟,李继山.列车纵向冲动数学模型及仿真研究.太原重型机械学院学报.2004.25(3):170-174
[27]范佩鑫,陈成元.重载组合列车纵向动力学的实验研究及理论分析.西南交通大学学报.1997,79(1):35-44
[28]范佩鑫.重载列车牵引、调速及紧急制动的纵向力--大秦线万吨列车试验研究.西南交通大学学报.1994,29(1):57-64
[29]X.Zhuan and X.Xia,Cruise Control Scheduling of Heavy Haul Trains.TRANSACTIONS ON CONTROL SYSTEMS TECHNOLOGY.2006,14(4):757-766
[30]M.Choua,X.Xia,C.Kayser.Modelling and model validation of heavy-haul trains equipped with electronically controlled pneumatic brake systems,Control Engineering Practice.2007,15:501-509
[31]M.Chou,X.Xia.Optimal cruise control of heavy-haul trains equipped with electronically controlled pneumatic brake systems.Control Engineering Practice.2007,15:11-519
[32]C Cole and Y Q Sun.Simulated comparisons of wagon coupler systems in heavy haul trains.Rail and Rapid Transit.2006,220:247-256
[33]高春明,冀彬,张波等.大秦线重载组合列车的LOCOTROL技术应用研究.电力机车与城轨车辆.2006,29(6):5-7
[34]刘凤刚,陈凯,张俊等.第2代单元列车车辆连接问题.国外铁道车辆.2003,40(4):29-32
[35]涂智文.货车重载牵引杆在大秦线上的应用前景分析.铁道车辆.2006,44(7):34-36
[36]中华人民共和国铁道部.列车牵引计算规程.1998,3-10
[37]车辆货车闸瓦技术条件通知_运装货车[2002]11号