Influence of lag time for slave control locomotive on longitudinal coupler forces of 30 000 t train
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摘要: 使用列车空气制动仿真方法获得空气制动系统特性, 通过列车动力学仿真方法分析了3万t列车在多机车不同步条件下紧急制动和常用制动时车钩力, 提出了大秦线3万t重载组合列车的可行性编组。分析了从控机车在各种滞后时间情况下, 列车常用和紧急制动的最大车钩力的变化特点。研究结果表明: 平道常用全制动工况下, 从控二机车滞后时间比从控一机车滞后时间对车钩力影响更大, 从控机车滞后于主控机车5 s时, 最大车钩力增加了80.2%;平道紧急制动工况下, 从控一机车滞后时间对车钩力影响更大, 从控机车滞后于主控机车5 s时, 最大车钩力增加了335.9%;从控机车滞后时间控制在4.1 s以内, 车钩力可以控制在许用范围内。Abstract: The performance of air brake system was got by using brake system simulation method. The coupler forces of 30 000 t train under the service and emergency applications of multi-locomotives with lag times were analyzed by using train dynamics simulation method. The feasibility marshalling of 30 000 t heavy haul train on Datong-Qinhuangdao Railway Line was proposed. The change tendencies of maximum coupler forces at service and emergency applications were analyzed when slave control locomotives had different lag times. Analysis result shows that in the case of full service application, the lag time of second slave control locomotive has a greater impact on coupler force than that of first slave control locomotive, and maximum coupler force increases by 80.2% when slave control locomotive lag time is 5 s. In the case of emergency application, the lag time of first slave control locomotive has a greater impact on coupler force, and maximum coupler force increases by 335.9% when slave control locomotive lag time is 5 s. Coupler force can be controlled within acceptable range when the lag time of slave control locomotive keeps within 4.1 s.
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Key words:
- heavy haul train /
- longitudinal dynamics /
- coupler force /
- lag time /
- slave control locomotive
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图 1 全制动时最大车钩力沿车长分布
Figure 1. Maximum coupler force distribution along train length at full service application
图 2 不同滞后时间制动波传播特性
Figure 2. Propagation characters of brake waves for different lag times
图 3 全制动时从控一机车滞后时间对最大压钩力影响
Figure 3. Effect of first slave control locomotive's lag time on maximum compression coupler forces under full service application
图 4 全制动时从控二机车滞后时间对最大压钩力影响
Figure 4. Effect of second slave control locomotive's lag time on maximum compression coupler forces under full service application
图 5 紧急制动时最大车钩力沿车长分布
Figure 5. Maximum coupler forces' distributions along train length under emergency application
图 6 不同滞后时间的紧急制动传播特性
Figure 6. Brake wave propagation characters for different lag times under emergency application
图 7 紧急制动时从控一机车滞后时间对最大压钩力影响
Figure 7. Effect of first slave control locomotive's lag time on maximum compression coupler forces under emergency application
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