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摘要: 为了明确机车车辆间车钩的连挂稳定性, 提出了多边形接触模型, 模拟车钩连挂面之间的接触和摩擦, 即钩头轮廓面表层采用多边形建模, 以判定接触区域, 并对接触区域进行离散化处理, 通过弹性基础模型求解接触力, 由法向接触力和切向相对速度决定对应的摩擦力, 结合《机车车辆车钩连接轮廊》(TB/T 2950—2006)、干涉分析和有限元计算验证了建模方法的可靠性; 组建了能够反映中部机车动力学特性及其钩缓装置动态行为的重载列车动力学模型, 对列车在不同工况下通过1.2%长大下坡道和300m半径曲线时机车车辆间车钩的连挂稳定性进行了分析。分析结果表明: 车钩力对车钩连挂面之间的相对运动具有较大的影响, 稳定的车钩力能够使车钩连挂面之间产生法向接触力, 若车钩连挂面之间存在相对运动或相对运动的趋势时, 便会产生相应的切向摩擦力以阻止连挂车钩之间的相对运动, 当车钩力出现波动或者较小时, 连挂车钩容易处于自由间隙状态, 因此, 不足以产生足够的约束作用而出现较大的相对运动, 此时的最大垂向相对位移达到149.5 mm, 在通过300 m半径曲线时, 水平面内也会产生最大为4.5°的相对转角以补偿车钩的偏转行为。Abstract: In order to figure out the coupling stability of couplers between locomotive and vehicle, apolygonal contact model was proposed to simulate the contact and friction of coupling surfaces between two couplers, namely, the surface of coupler knuckles was modeled by polygon way, so the contact area was determined and discretized.The contact force was solved by using the elastic foundation model, and the corresponding friction force was determined by the normal contact force and relative tangential velocity.The reliability of the presented modeling method was verified by coupler connection contour for locomotives and rolling stock(TB/T 2950—2006), interference analysis and finite element calculation.A dynamics model of heavy haul train was built to reflect the dynamics performance of middle locomotive and the dynamic behaviors of its coupler and buffer device.The coupling stability of couplers between locomotive and vehicle was analyzed when train runs down a long down-gradient with slope of 1.2% and negotiates a curve with 300 mradius under different conditions.Analysis result indicates that the coupler forces have major effect on the relative motion between the coupling surfaces of couplers, and normal contact force is generated between coupling surfaces of couplers due to stable coupler force.Ifthere exist relative motion or the motion tendency between coupling surfaces of couplers, the relative motion of coupler is prevented by the generated tangential friction force.When coupler force is fluctuant or smaller, couplers are effortless in a state of free clearance, therefore, greater relative motion occurs because generating constraints are not sufficient.The maximum vertical relative displacement of the moment reaches to approximately 149.5 mm.About 4.5° of maximum relative angle is produced in horizontal plane to compensate the deflection behavior of the couplers when negotiates a curve with 300 mradius.
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Key words:
- locomotive /
- vehicle /
- dynamics simulation /
- coupler /
- coupling stability /
- polygonal contact model
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图 6 下坡道的钩头垂向相对位移
Figure 6. Vertical relative displacements of coupler knuckle on down-gradient
图 7 下坡道的钩头水平面内相对转角
Figure 7. Relative angles in horizontal plane of coupler knuckle on down-gradient
图 10 曲线通过时的钩头垂向相对位移
Figure 10. Vertical relative displacements of coupler knuckle on curve
图 11 曲线通过时的钩头水平面内相对转角
Figure 11. Relative angles in horizontal plane of coupler knuckle on curve
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