Effect of vestibule diaphragm device on train dynamic performance
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摘要: 论述了各种风挡的动力学建模处理过程, 结合单节客车动力学计算模型, 以三节客车作为一个列车单元建立了列车动力学计算模型。通过求解描述列车系统的运动微分方程组, 得出了列车蛇行运动稳定性、动态曲线通过性能及运行平稳性等方面的一系列数值仿真结果。计算结果表明, 列车的失稳一般由尾车尾部转向架的蛇行失稳引起; 列车的曲线通过性能随着曲线通过速度的提高、曲线半径的减小而迅速降低; 中间车的运行平稳性明显优于头车和尾车; 密接式风挡的运行平稳性最差, 因此建议加装缓冲装置以提高装备密接式风挡列车的动力学性能。Abstract: The modelling of vestibule diaphragm was discussed. Based on the dynamic model of a single passenger car, a train dynamic model with three passenger cars was derived. By solving the differential equation groups to describe the train system, a series of simulation results about hunting motion stability, dynamic negotiation and ride comfort were worked out. The results show that the hunting motion of the train is due to the last bogie of the last car; the negotiation ability gets worse with the increasing of curving speed and the decreasing of curve radius; the ride comfort of the middle car is better than that of the head car and the tail car; the ride comfort of the train with tightlock vestibule diaphragm is the worst. It is suggested that the cushioning device should be added to the train with tightlock vestibule diaphragms.
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Key words:
- vehicle engineering /
- vestibule diaphragm /
- railway passenger car /
- train /
- dynamic performance
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表 1 图 1中各参数数值
Table 1. Parameters in fig.1
参数 车体质量Mc/kg 构架质量Mb/kg 轮对质量Mw/kg 车辆定距之半Lc/m 车体重心高Hc/m 构架重心高Hb/m 转向架轴距2b/m 滚动圆半径R0/m 数值 3.36×104 2.4×103 1.8×103 9 1.742 0.508 2.5 0.4575 参数 二系止挡间隙Δ/m 一系悬挂三向刚度Kpx, Kpy, Kpz/N·m-1 一系悬挂三向阻尼Cpx, Cpy, Cpz/N·s·m-1 二系悬挂三向刚度Ksx, Ksy, Ksz/N·m-1 二系悬挂三向阻尼Csx, Csy, Csz/N·s·m-1 牵引拉杆三向刚度Ktx, Kty, Ktz/N·m-1 二系止挡刚度KΔ/N·m-1 数值 0.04 1.45×107, 7.5×106, 0.665×106 0, 0, 1.5×104 1.5×105, 1.5×105, 2.9×105 2.5×105, 5.0×104, 8.0×104 1.19×107, 1.68×104, 2.84×104 0 y≤0.04 5.0×106 0.04 < y≤0.06 5.0×107 y > 0.06 
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表 2 列车计算模型的自由度
Table 2. Freedom degrees of the train calculation model
自由度 伸缩 横移 浮沉 侧滚 点头 摇头 备注 车体 xci yci zci φci θci ψci i=1~3 构架 ybj zbj φbj θbj ψbj j=1~6 轮对 ywk zwk φwk ψwk k=1~12
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表 3 不同风挡对应的列车蛇行失稳临界速度
Table 3. Hunting critical speed of the train with different vestibule diaphragms
风挡类型 铁风挡 橡胶风挡 折棚风挡(不加缓冲装置) 折棚风挡(加装缓冲装置) Vcr/m·s-1 61.4 61.8 58.9 61.4
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表 4 首车一位轮对动态曲线通过考察指标
Table 4. Check indices of the first wheelset of the first car during dynamic negotiation
考察指标 铁风挡 橡胶风挡 折棚风挡(不加缓冲装置) 折棚风挡(加缓冲装置) 轮对横移量/m 0.01735 0.01734 0.0174 0.01733 车轮轮轨横向力/N -38440 -40600 -37600 -40380 左轮轮重减载率 0.4015 0.4065 0.3746 0.4483 左轮脱轨系数 0.3310 0.3490 0.3264 0.3313
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表 5 各采样点对应的横向运行平稳性指标
Table 5. Lateral ride comfort indices for different sampling points
采样点 1 2 3 4 5 6 铁风挡 2.1902 1.8290 1.8896 1.8647 1.9093 2.2811 橡胶风挡 2.1789 1.8208 1.8853 1.8654 1.8795 2.2835 折棚风挡(不加缓冲装置) 2.2558 2.2704 2.2500 2.1715 2.2657 2.3860 折棚风挡(加缓冲装置) 2.2646 2.1274 2.1625 2.1073 2.2232 2.3204
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表 6 采样点6的横向运行平稳性指标
Table 6. Lateral ride comfort indices of the sixth sampling point
列车运行速度V/m·s-1 铁风挡 橡胶风挡 折棚风挡(不加缓冲装置) 折棚风挡(加缓冲装置) 33.3 2.2811 2.2835 2.3860 2.3204 38.9 2.3764 2.3641 2.4729 2.4034 44.4 2.4752 2.4547 2.5753 2.4785 50.0 2.5858 2.5668 2.6627 2.5772 55.6 2.6600 2.6442 2.7107 2.6509
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