[1]蒋益平,池茂儒,朱海燕.两万吨重载组合列车牵引和制动时的车钩力分析[J].机车电传动,2013,(01):23-26.[doi:10.13890/j.issn.1000-128x.2013.01.022]
 JIANG Yi-ping,CHI Mao-ru,ZHU Hai-yan.Coupler Force Analysis of 20000-ton Combined Heavy Haul Trainunder Traction and Brake Condition[J].Electric Drive for Locomotives,2013,(01):23-26.[doi:10.13890/j.issn.1000-128x.2013.01.022]
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两万吨重载组合列车牵引和制动时的车钩力分析()
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机车电传动[ISSN:1000-128X/CN:43-1125/U]

卷:
期数:
2013年01期
页码:
23-26
栏目:
研究开发
出版日期:
2013-01-10

文章信息/Info

Title:
Coupler Force Analysis of 20000-ton Combined Heavy Haul Trainunder Traction and Brake Condition
文章编号:
1000-128X(2013)01-0023-04
作者:
蒋益平1 池茂儒2 朱海燕1
1.华东交通大学轨道交通学院2.西南交通大学 牵引动力国家重点实验室
Author(s):
JIANG Yi-ping1 CHI Mao-ru2 ZHU Hai-yan1
(1. School of Rail Transportation, East China Jiaotong University, Nanchang, Jiangxi 330013, China;2. Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu , Sichuan 610031,China)
关键词:
重载组合列车编组牵引工况制动工况车钩力
Keywords:
combined heavy haul train marshalling traction condition brake condition coupler force
分类号:
U296
DOI:
10.13890/j.issn.1000-128x.2013.01.022
文献标志码:
A
摘要:
利用循环变量法建立了由2 台“和谐号”机车牵引的两万吨重载组合列车的3 维空间耦合模型,比较了两万吨重载组合列车当机车处于2+0、1+1+0、1+0+1 这3 种不同编组位置时,在主辅机车同步牵引、辅机滞后牵引、主辅机车同步制动、加装可控列尾装置制动等工况下列车的车钩力。仿真计算结果表明:在以上牵引和制动工况下,机车在1+1+0编组位置时列车整体车钩力最小;在2+0编组位置时列车的车钩力和列车冲动均最大,而1+0+1 编组位置下列车性能处于1+1+0 和2+0 编组位置之间。在安装可控列尾装置后,在制动时列车的车钩力和纵向冲动均较未安装时减小。所以在对两万吨重载组合列车进行编组时,宜采用1+1+0 这种编组方式并安装可控列尾装置。
Abstract:
Based on Circular-Variable method, a three-dimensional coupling dynamics model of 20000-ton combined heavy haul train driving by two Harmony (HXD) locomotives was built, and train coupler force was compared in different locomotive marshalling position namely the 2+0, 1+1+0 and the 1+0+1 marshalling mode under traction and brake conditions which included the master and slave control locomotives synchronous traction, the slave control locomotive lag traction, the master and slave control locomotives synchronous brake, and brake with the controllable train tail device. The simulation results showed that under above calculation conditions, the coupler force of the 1+1+0 marshalling mode was the smallest, while under the 2+0 marshalling mode, the coupler force of the vehicles in the train and the impulse of the train were both the largest, and coupler force of the 1+0+1 mode was in middle between the 1+1+0 and 2+0 marshalling mode. In addition, when the controllable train tail device was installed on the trains, in brake condition, the coupler force of the train were all smaller compared to which of no train tail device. Thus, while marshalling for the 20000-ton combined heavy haul train, the 1+1+0 mode with controllable train tail device would be the best marshalling mode.

参考文献/References:

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备注/Memo

备注/Memo:
作者简介:蒋益平(1984-),男,硕士研究生,工程师,主要从事机车车辆动力学及结构设计研究。
收稿日期:2012- 06- 12
基金项目:教育部创新团队资助项目(IRT117 8);教育部新世纪优秀人才支持计划资助项目(NCET- 10- 0664)
更新日期/Last Update: 2013-01-10