重载货车冲击动态特性及其对摇枕横向载荷的影响

孙树磊; 王广超; 彭忆强; 李平飞

doi:10.19818/j.cnki.1671-1637.2018.03.010

重载货车冲击动态特性及其对摇枕横向载荷的影响

doi: 10.19818/j.cnki.1671-1637.2018.03.010

1.
西华大学汽车与交通学院, 四川成都 610039
2.
中车青岛四方车辆研究所有限公司, 山东青岛 266031

基金项目:

四川省教育厅科技成果转化重大培育项目 18CZ0017

国家重点研发计划 2018YFB1201603-11

四川省科技计划项目 2016RZ0047

四川省科技计划项目 2018GZ0386

四川省科技计划项目 2018GZ0110

成都市科学技术局产业集群协同创新项目 2017-XT00-00002-GX

汽车测控与安全四川省重点实验室开放课题 szjj2017-077

西华大学重点科研基金项目 Z1620301

详细信息

作者简介:
孙树磊(1985-), 男, 山东日照人, 西华大学讲师, 工学博士, 从事车辆结构强度与动力学研究

中图分类号: U270.11
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- 被引次数: 0
出版历程
- 收稿日期: 2018-03-26
- 刊出日期: 2018-06-25

Impact dynamic characteristic of heavy wagon and its effect on lateral load of bolster

1.
School of Automobile and Transportation, Xihua University, Chengdu 610039, Sichuan, China
2.
CRRC Qingdao Sifang Rolling Stock Research Institute Co., Ltd., Qingdao 266031, Shandong, China

More Information

Author Bio:
SUN Shu-lei(1985-), male, lecturer, PhD, shuleisun@foxmail.com

摘要

摘要: 基于摩擦缓冲器动力学理论、车钩双向接触方法与车体摇枕载荷传递模型, 构建了车辆冲击三维动力学模型, 仿真了不同冲击速度与不同空重车状态的货车冲击, 分析了车辆冲击动态特性及其对摇枕横向载荷的影响, 并通过试验对仿真结果进行了验证。分析结果表明: 利用车辆冲击三维动力学模型顺利实现了车辆冲击时缓冲器动态特性、车钩连挂动态特性与摇枕横向载荷的仿真计算, 并获得了与冲击试验较为吻合的结果, 其中车钩力误差基本小于10%, 摇枕横向载荷误差基本小于25%;空车质量较小, 在冲击作用下车钩和从板姿态变化大, 因此, 重车冲击空车时车钩力动态曲线振荡特性较重车冲击重车更为明显, 甚至局部出现尖峰; 相对于车钩接触模型与力学传递特性, 摩擦缓冲器模型存在黏滞特性, 导致重车冲击重车和重车冲击空车下车钩接触力较缓冲器阻抗力分别小24%和31%;车钩力和摇枕横向载荷随着冲击速度的提高而逐渐增大, 且时间变化历程与最大峰值出现的时间基本一致, 相同速度下重车冲击重车的车钩力要大于重车冲击空车的车钩力, 在3、5、8km·h^-1速度下分别大57%、25%和37%, 而产生的摇枕横向载荷刚好相反, 3种速度下分别小42%、53%和47%, 因此, 重车与空车调车连挂过程更容易造成转向架摇枕横向载荷过大, 应严格控制其连挂速度。
- 重载货车 /
- 车钩 /
- 摩擦缓冲器 /
- 冲击动力学 /
- 车钩力 /
- 摇枕横向载荷
Abstract: A 3D dynamics model of wagon impact was built based on draft gear dynamics theory, coupler bidirectional contact method and load transfer model of wagon and bolster, the impacts under different velocities and empty/heavy wagon states were simulated, the wagon impact dynamic characteristic and its effect on the lateral load of bolster were analyzed, and the simulation result was validated by impact test. Analysis result shows that the dynamic characteristic of draft gear-coupler bidirectional contact, and the lateral load of bolster in wagon impact can be simulated by using the 3D dynamics model, and are close to the test result. Themaximum errors of coupler force and bolster lateral load are less than 10% and 25%, respectively. Because the mass of empty wagon is smaller and the motions of coupler and plate change greater in wagon impact, the dynamic curve oscillation of coupler force in loaded and unloaded wagons impact is more obvious than that in loaded wagons impact, and even local peak appears. Relatively to the coupler contact model and mechanical transmission characteristics, because the model of draft gear has hysteresis characteristic, the coupler contact force in loaded wagons impact is 24% smaller than the resistance force of friction draft gear, and the value in loaded and unloaded wagons impact is 31%. The coupler force and bolster lateral load increase with the impact velocity, and the changing processes and appearing times of the maximum values are nearly consistent. The coupler force is larger between loaded wagons than between loaded and unloaded wagons under the same velocity. When the velocity is 3, 5 and 8 km·h^-1, respectively, the value increases by 57%, 25% and 37%, respectively. But the bolster lateral load is opposite to the coupler force, the value decreases by 42%, 53% and 47% under the three velocities, respectively. Therefore, the connected scheduling between loaded and unloaded wagons should be strictly controlled because their impact can result in larger lateral load of bolster.
- heavy wagon /
- coupler /
- friction draft gear /
- impact dynamics /
- coupler force /
- bolster lateral load

HTML全文

图 1 货车钩缓系统结构

Figure 1. Structure of coupler-draft gear system of freight wagon

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图 2 缓冲器多段线性动力学特性

Figure 2. Piecewise linear dynamics characteristic of draft gear

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图 3 货车冲击三维动力学模型

Figure 3. 3Ddynamics model of freight wagon impact

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图 4 车钩连挂双向接触模型

Figure 4. Bilateral contact model of connecting couplers

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图 5 冲击过程中车辆间作用力

Figure 5. Acting forces between freight wagons in impacting process

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图 6 冲击过程中车钩力

Figure 6. Coupler forces in impacting process

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图 7 单个缓冲器作用力

Figure 7. Forces of single draft gear

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图 8 两车钩连挂之间接触力

Figure 8. Contact forces between two conneting couplers

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图 9 冲击过程中的车钩力

Figure 9. Coupler forces in impacting process

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图 10 被冲击车辆摇枕横向载荷

Figure 10. Lateral loads of bolsters of impacted freight wagons

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图 11 冲击试验车辆编组

Figure 11. Freight wagon formation in impacting test

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图 12 试验现场

Figure 12. Test field

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图 13 应变片在摇枕上的布置与组桥方式

Figure 13. Arrangement and bridge mode of strain gauges on bolster

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图 14 最大车钩力对比

Figure 14. Comparison of maximum coupler forces

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图 15 最大摇枕横向载荷对比

Figure 15. Comparison of maximum lateral loads of bolster

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表 1 货车冲击工况

Table 1. Impacting conditions of freight wagons

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