货运机车车钩缓冲装置动力学仿真模型

WU Qing; LUO Shi-hui; WEI Chong-feng; MA Wei-hua

doi:10.19818/j.cnki.1671-1637.2012.03.006

货运机车车钩缓冲装置动力学仿真模型

doi: 10.19818/j.cnki.1671-1637.2012.03.006

1.
西南交通大学牵引动力国家重点实验室,四川成都 610031
2.
伯明翰大学机械工程学院,西米德兰兹伯明翰 B152TT

基金项目:

National Natural Science Foundation of China 50775191

National Natural Science Foundation of China 51005190

详细信息

中图分类号: U260.34
计量
- 文章访问数: 1036
- HTML全文浏览量: 148
- PDF下载量: 1259
- 被引次数: 0
出版历程
- 收稿日期: 2011-11-22
- 刊出日期: 2012-06-25

Dynamics simulation models of coupler systems for freight locomotive

1.
Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
School of Mechanical Engineering, University of Birmingham, Birmingham B152TT, West Midlands, UK

Funds:

National Natural Science Foundation of China 50775191

National Natural Science Foundation of China 51005190

More Information

Author Bio:
WU Qing (1987-),Male,Nanchong,Sichuan,Doctoral Student of Southwest Jiaotong University,Research on Vehicle System Dynamics,+86-28-87601973,wuqing1943@126.com

LUO Shi-hui (1964-),Male,Ganzhou,Jiangxi,Professor of Southwest Jiaotong University,PhD,+86-28-86466203, shluo@swjtu.cn

摘要

摘要: 分析了不同钩缓装置的工作原理, 采用控制系统仿真方法建立了考虑实时性对中钩肩与钩尾摩擦副作用的钩缓装置结构模型, 采用函数查表法建立了具有迟滞特性的非线性缓冲器模型, 采用由2台8轴机车及1辆简化货车组成的列车模型对DFC-E100与13A/QKX-100钩缓装置进行了仿真研究, 同时对车体稳钩能力进行了理论计算。计算结果表明: 钩缓装置模型能够较好地反映机车钩缓装置的实际运行状态, DFC-E100钩缓装置车钩在纵向力超过一定值后才会发生明显偏转, 钩肩结构能够有效地防止车钩的过度偏转; 机车配备DFC-E100钩缓系统时车体稳钩能力的仿真结果及理论计算结果与实测结果的误差分别为4.23%和10.65%。13A/QKX-100系统车钩钩尾摩擦副是影响其承压行为的关键因素, 其能使车钩在承受纵向压力时不发生明显偏转。
- 铁道车辆 /
- 货运机车 /
- 钩缓装置 /
- 仿真模型 /
- 动态特性
Abstract: The working principles of two types of coupler systems were analysed.Based on considering the friction pairs of coupler tails and real-time aligning shoulders, coupler system models were set up by using control system simulation method.Nonlinear draft gear with hysteresis characteristic was modelled by using table lookup method.DFC-E100 system and 13A/QKX-100 system were simulated in a train model consisting of two 8-axle locomotives and one simplified wagon.The theoretical calculation of carbody-stabilizing-coupler ability was performed.Calculation result indicates that the models can rationally reflect the dynamic behaviour of freight locomotive's coupler systems.The distinct angling behaviour of DFC-E100 system is only observed when buff forces are larger than a certain value, but the aligning shoulder of DFC-E100 system can effectively prevent coupler from excessive angling.The error of carbody-stabilizing-coupler ability between simulation value and field test value is 4.23%, and the error between theoretical calculation value and field test value is 10.65%.The friction pair of 13A/QKX100 system is key element in the control of coupler dynamic behaviour, and can prevent coupler from distinct angling under buff condition.
- railway vehicle /
- freight locomotive /
- coupler system /
- simulation model /
- dynamic characteristic

HTML全文

Figure 1. DFC-E100 system

下载: 全尺寸图片幻灯片

Figure 2. 13A/QKX-100 system

下载: 全尺寸图片幻灯片

Figure 3. Generalized model of draft gear

下载: 全尺寸图片幻灯片

Figure 4. Draft gear models

下载: 全尺寸图片幻灯片

Figure 5. Coupler model

下载: 全尺寸图片幻灯片

Figure 6. Train model

下载: 全尺寸图片幻灯片

Figure 7. Dynamic performances of DFC-E100 system

下载: 全尺寸图片幻灯片

Figure 8. Analysis of carbody-stabilizing-coupler ability

下载: 全尺寸图片幻灯片

Figure 9. Time history of aligning torque

下载: 全尺寸图片幻灯片

Figure 10. Dynamic performances of 13A/QKX-100 system

下载: 全尺寸图片幻灯片

Figure 11. Time history of friction force

下载: 全尺寸图片幻灯片

Table 1. Key parameters of train models

Parameter	Value	Parameter	Value
Preload(DFC/QKX)/kN	130/150	Aligning torque arm(DFC)/mm	135
Maximum travel(DFC/QKX)/mm	110/83	Kinetic friction velocity/(m·s^-1)	0.02
Absorptivity (DFC/QKX)/%	80/70	Friction coefficient	0.32
Maximum impedance force/kN	2 500	Wheelbase/mm	2 600
Shift velocity/(m·s^-1)	0.1	Bogiebase B′/mm	10 800
Coupler free angle (DFC/QKX)/(°)	3.5/9.0	Couplerbase C/mm	15 652
Coupler gap/mm	10	Lateral gap of secondary stop δ/mm	60
Coupler length G/mm	830	Lateral stiffness of primary suspension k₁/(kN·mm^-1)	7.24
Coupler structural maximum angle (DFC)/(°)	19	Lateral stiffness of secondary suspension k₂/(kN·mm^-1)	0.26

下载: 导出CSV

参考文献(15)

[1]	MA Wei-hua, SONG Rong-rong, JIE Chang-an, et al. Influ-ences of buffer impedance characteristics on dynamics per-formances for heavy haul train[J]. Journal of Traffic andTransportation Engineering, 2011, 11(2): 59-64.
[2]	YANG Jun-jie, LIU Jian-xin, LUO Shi-hui, et al. Test studyon stability control of locomotive coupler in heavy haul com-bined train[J]. Journal of Southwest Jiaotong University, 2009, 44(6): 882-886.
[3]	NCR, Datong Electric Locomotive Co., Ltd. The report on research & amp; amp; improvement of the HXD2 coupler system[R]. Datong: NCR, Datong Electric Locomotive Co., Ltd., 2008.
[4]	Transportation Safety Board of Canada. Railway investigation report R02C0050[R]. Ottawa: TSB Canada, 2002.
[5]	CHERKASHIN U M, ZAKHAROV S M, SEMECHKIN A E. An overview of rolling stock and track monitoring systemsand guidelines to provide safety of heavy and long train opera-tion in the Russian railways[J]. Journal of Rail and RapidTransit, 2009, 223(2): 199-208. doi: 10.1243/09544097JRRT226
[6]	NASR A, MOHAMMANDI S. The effects of train brake delay time on in-train forces[J]. Journal of Rail and Rapid Transit, 2010, 224(6): 523-534. doi: 10.1243/09544097JRRT306
[7]	CHANG Chong-yi, WANG Cheng-guo, MA Da-wei, et al. Study on numerical analysis of longitudinal forces of the T20 000 heavy haul[J]. Journal of the China Railway Society, 2006, 28(2): 89-94. https://www.researchgate.net/publication/297311254_Study_on_numerical_analysis_of_longitudinal_forces_of_the_T20000_heavy_haul
[8]	EL-SIBAIE M. Recent advancements in buff and draft testing techniques[C]∥ASME. Proceedings of 1993 IEEE/ASME Joint Railroad Conference. New York: ASME, 1993: 115-119.
[9]	SHEN Gang, ZHOU Jin-song, REN Li-hui. Study on model-ling method for train dynamics[J]. Journal of TongjiUniversity: Natural Science, 2004, 32(11): 1495-1498.
[10]	LUO Shi-hui, FENG Quan-bao, YANG Jun-jie. Research ondynamics of the HXD2heavy-load locomotive bearing longitu-dinal compressive strength[J]. Railway Locomotive and Car, 2008, 28(S): 145-148, 177. https://en.cnki.com.cn/Article_en/CJFDTOTAL-TDJC2008S1037.htm
[11]	MA Wei-hua, LUO Shi-hui, SONG Rong-rong. Coupler dynamicperformance analysis of heavy haul locomotives[J]. VehicleSystem Dynamics, 2012, 50(5): 1-18. doi: 10.1080/00423114.2012.667134
[12]	WEI Wei. Brake performances of 20 000ton connected train[J]. Journal of Traffic and Transportation Engineering, 2007, 7(6): 12-16. https://www.researchgate.net/publication/290054332_Brake_performances_of_20_000_ton_connected_train
[13]	DUNCAN I B, WEBB P A. The longitudinal behaviour ofheavy haul trains using remote locomotives[C]∥Insititutionof Engineers. the Fourth International Heavy Haul RailwayConference: Railway in Action. Brisbane: Insititution ofEngineers, 1989: 587-590.
[14]	COLE C. Improvements to wagon connection modelling forlongitudinal train simulation[C]∥WARDINA O. Conference onRailway Engineering Innovation for a Competitive Edge. Rockhampton: Central Queesland University, 1998: 187-194.
[15]	LI Gu. The report on safety experiment of 1+1HXD2loco-motive towing million ton combined train[R]. Beijing: ChinaAcademy of Railway Sciences, 2008.