列尾装置对重载列车纵向力的影响

摘要: 根据气体流动理论与多刚体动力学原理, 建立了带有列尾装置的列车空气制动系统与列车纵向动力学联合仿真模型, 计算了制动系统中空气流动瞬态数值解, 获得制动系统特性, 同步计算了列车纵向冲动。2万吨组合列车计算结果表明:全制动时安装列尾装置使最大车钩力降低54%, 列车纵向冲动明显降低;列尾装置减压量越大, 车钩力降低越明显, 目前列尾装置减压量固定为50kPa, 应根据线路经常使用的减压量确定更合理的值;列尾装置排气速度对车钩力影响较小;列尾装置滞后时间对车钩力影响微小;使用机车替代列尾装置, 在大减压量制动时, 车钩力将明显得到改善, 减压量越小, 机车与列尾装置作用效果越接近, 当机车减压50kPa制动时, 列尾装置与机车作用相同。
- 重载列车 /
- 纵向动力学 /
- 列尾装置 /
- 车钩力 /
- 制动系统仿真 /
- 空气流动
Abstract: Based on airflow theory and multi-rigid dynamics, a train combined simulation model of longitudinal dynamics and air brake system with train tail exhaust device was established, the transient numerical solution of airflow in the brake system was calculated, the performance of brake system was obtained, and train longitudinal dynamics was simulated synchronously. Simulation result shows that for 20 000 t train, tail exhaust device can reduce the maximum coupler force by 54% at full application brake, which is more obvious. The greater the pressure reduction of brake pipe is, the smaller the coupler force is. Now the fixed pressure reduction in tail exhaust device is 50 kPa, and it should be modified according to the common pressure reduction. The exhaust speed and lag time of tail exhaust device have little effect on train coupler force. When tail exhaust device is replaced with locomotive, the coupler force reduces under full service application, the greater the reduction of service application is, the greater the difference between locomotive and tail exhaust device is. When the reduction is 50 kPa, there is no difference between locomotive and tail exhaust device.
- heavy-haul train /
- longitudinal dynamics /
- train tail exhaust device /
- coupler force /
- brake system simulation /
- airflow

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图 1 制动系统

Figure 1. Brake system

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图 2 单个车辆受力

Figure 2. Forces acting on vehicle

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图 3 最大车钩力沿车长分布

Figure 3. Maximal coupler forces' longitudial distributions along train

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图 4 无列尾装置时制动缸升压曲线

Figure 4. Cylinder pressure curves without tail exhaust device

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图 5 有列尾装置时制动缸升压曲线

Figure 5. Cylinder pressure curves with tail exhaust device

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图 6 列尾装置排气能力对列车管减压影响

Figure 6. Influence of tail exhaust device ability on brake pipe pressure reduction

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图 7 列尾装置排气能力对车钩力影响

Figure 7. Influence of tail exhaust device ability on coupler forces

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图 8 列尾装置滞后时间对车钩力影响

Figure 8. Delay time influence of tail exhaust device on coupler forces

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图 9 减压为170 kPa时车钩力分布

Figure 9. Coupler force distributions at 170 kPa

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图 10 减压为50 kPa时车钩力分布

Figure 10. Coupler force distributions at 50 kPa

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表 1 单编万吨列车制动性能对比

Table 1. Brake performance comparison of 10 000 t train in test and simulation

制动参数	常用减压50 kPa		常用减压100 kPa		全制动
制动参数	试验	仿真	试验	仿真	试验	仿真
实际减压量/kPa	49.0	50.0	99.0	102.0	183.0	167.4
1车BC出闸时间/s	1.45	1.77	1.51	1.82	1.41	1.75
尾车BC出闸时间/s	8.31	9.06	8.32	8.90	7.96	8.95
减压时间/s	29.0	36.5	52.0	58.0	80.0	80.4

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表 2 单编万吨列车运行结果对比

Table 2. Running result comparison of 10 000 t train in test and simulation

制动参数	常用制动(170 kPa)
制动参数	试验	仿真
制动初速/ (km·h^-1)	75.9	75.9
制动距离/m	1 118.0	1 138.8
制动时间/s	78.81	78.85
最大车钩力/kN	-561	-560

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表 3 两万吨列车制动结果对比

Table 3. Brake performance comparison of 20 000 t train in test and simulation

制动参数	常用制动(170 kPa)		紧急制动
制动参数	试验	仿真	试验	仿真
1车BC出闸时间/s	1.63	1.76	0.36	0.44
从控1响应时间/s	2.35	2.35	2.22	2.22
157车BC出闸时间/s	6.22	6.50	5.39	5.47
210车BC出闸时间/s	2.59	2.65	2.28	2.24

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表 4 两万吨列车运行结果对比

Table 4. Running result comparison of 20 000 t train in test and simulation

制动参数	常用制动(170 kPa)		紧急制动
制动参数	试验	仿真	试验	仿真
制动初速/ (km·h^-1)	79.6	79.6	78.1	78.1
制动距离/m	1 083.0	1 151.0	672.0	700.7
制动时间/s	72.4	78.8	51.7	53.1
最大车钩力/kN	-1 631.0	-1 626.7	-1 930.0	-1 949.6

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