Influence of lag time for slave control locomotive on longitudinal coupler forces of 30 000 t train
-
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.
-
Key words:
- heavy haul train /
- longitudinal dynamics /
- coupler force /
- lag time /
- slave control locomotive
-
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
-
[1] RAOJ S, RAGHAVACHARYULU E, KUMAR N. Mathematical modelling to simulate the transient dynamic longitudinal force in draw bars of a train-consist[J]. Journal of Sound and Vibration, 1984, 94 (3): 365-379. doi: 10.1016/S0022-460X(84)80017-6 [2] DUNCAN I B, WEBB P A. The longitudinal behavior of heavy haul trains using remote locomotives[C]∥Austrilia Institution of Engineers. Proceedings of the Fourth International Heavy Haul Railway Conference. Brisbane: Austrilia Institutionof Engineers, 1989: 587-590. [3] VERBITSKIY V G, LOBAS L G. Simulation of dynamic behavior of monorail car[J]. Engineering Simulation, 2000, 18: 119-130. [4] ANSARI M, ESMAILZADEH E, YOUNESIAN D. Longitudinal dynamics of freight trains[J]. International Journal of Heavy Vehicle Systems, 2009, 16 (1/2): 102-131. doi: 10.1504/IJHVS.2009.023857 [5] NASR A, MOHAMMADI S. The effects of train brake delay time on in-train forces[J]. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 2010, 224 (6): 523-534. doi: 10.1243/09544097JRRT306 [6] CHOU M, XIA X, KAYSER C. Modelling and model validation of heavy-haul trains equipped with electronically controlled pneumatic brake systems[J]. Control Engineering Practice, 2007, 15 (4): 501-509. doi: 10.1016/j.conengprac.2006.09.006 [7] BELFORTE P, CHELI F, DIANAAND G, et al. Numerical and experimental approach for the evaluation of severe longitudinal dynamics of heavy freight trains[J]. Vehicle System Dynamics, 2008, 46 (S): 937-955. [8] 中国铁道科学研究院. 大秦线采用LOCOTROL技术开行2万吨重载组合列车试验报告[R]. 北京: 中国铁道科学研究院, 2006.China Academy of Railway Sciences. Datong-Qinhuangdao Railway Line using LOCOTROL technique opens 20 000 t heavy haul combined train test report[R]. Beijing: China Academy of Railway Sciences, 2006. (in Chinese) [9] 中国铁道科学研究院. 大秦线HXD1机车牵引2万吨组合列车试验报告[R]. 北京: 中国铁道科学研究院, 2007.China Academy of Railway Sciences. Datong-Qinhuangdao Railway Line HXD1 locomotive drag 20 000 t heavy haul combined train test report[R]. Beijing: China Academy of Railway Sciences, 2007. (in Chinese) [10] 耿志修, 李学峰, 张波. 大秦线重载列车运行仿真计算研究[J]. 中国铁道科学, 2008, 29 (2): 88-93. doi: 10.3321/j.issn:1001-4632.2008.02.017GENG Zhi-xiu, LI Xue-feng, ZHANG Bo. Simulation study of heavy haul operation on Datong-Qinhuangdao Railway[J]. China Railway Science, 2008, 29 (2): 88-93. (in Chinese) doi: 10.3321/j.issn:1001-4632.2008.02.017 [11] 高春明, 冀彬, 张波, 等. 大秦线重载组合列车的LOCO-TROL技术应用研究[J]. 电力机车与城轨车辆, 2006, 29 (6): 5-7, 41. doi: 10.3969/j.issn.1672-1187.2006.06.002GAO Chun-ming, JI Bin, ZHANG Bo, et al. Research and application of LOCOTROL technologies for heavy haul trains on Datong-Qinhuangdao Railway Line[J]. Electric Locomotives and Mass Transit Vehicles, 2006, 29 (6): 5-7, 41. (in Chinese) doi: 10.3969/j.issn.1672-1187.2006.06.002 [12] 赵鑫, 王成国, 马大炜. 机车无线同步控制技术对2万t重载组合列车纵向力的影响[J]. 中国铁道科学, 2008, 29 (3): 78-83. doi: 10.3321/j.issn:1001-4632.2008.03.015ZHAO Xin, WANG Cheng-guo, MA Da-wei. Influence of locomotive wireless sync control technology on the longitudinal force of 20 000 t heavy haul combined train[J]. China Railway Science, 2008, 29 (3): 78-83. (in Chinese) doi: 10.3321/j.issn:1001-4632.2008.03.015 [13] 常崇义, 王成国, 马大炜, 等. 2万t组合列车纵向力计算研究[J]. 铁道学报, 2006, 28 (2): 89-94. doi: 10.3321/j.issn:1001-8360.2006.02.018CHANG Chong-yi, WANG Cheng-guo, MA Da-wei, et al. Study on numerical analysis of longitudinal forces of the 20 000 t heavy haul[J]. Journal of the China Railway Society, 2006, 28 (2): 89-94. (in Chinese) doi: 10.3321/j.issn:1001-8360.2006.02.018 [14] 魏伟. 两万吨组合列车制动特性[J]. 交通运输工程学报, 2007, 7 (6): 12-16. doi: 10.3321/j.issn:1671-1637.2007.06.003WEI Wei. Brake performances of 20 000 ton connectedtrain[J]. Journal of Traffic and Transportation Engineering, 2007, 7 (6): 12-16. (in Chinese) doi: 10.3321/j.issn:1671-1637.2007.06.003 [15] 魏伟, 赵连刚. 两万吨列车纵向动力学性能预测[J]. 大连交通大学学报, 2009, 30 (2): 39-43. doi: 10.3969/j.issn.1673-9590.2009.02.010WEI Wei, ZHAO Lian-gang. Prediction of longitudinal dynamic coupler force of 20 000 ton connected train[J]. Journal of Dalian Jiaotong University, 2009, 30 (2): 39-43. (in Chinese) doi: 10.3969/j.issn.1673-9590.2009.02.010 [16] 魏伟. 列车空气制动系统仿真的有效性[J]. 中国铁道科学, 2006, 27 (5): 104-109. https://www.cnki.com.cn/Article/CJFDTOTAL-ZGTK200605019.htmWEI Wei. The validity of the simulation for train air brake system[J]. China Railway Science, 2006, 27 (5): 104-109. (in Chinese) https://www.cnki.com.cn/Article/CJFDTOTAL-ZGTK200605019.htm -
下载:
点击查看大图
计量
- 文章访问数: 1106
- HTML全文浏览量: 160
- PDF下载量: 816
- 被引次数: 0
