动力车尾部顶推方式安全适应性试验与计算

张志超; 张一喆; 储高峰; 寸冬冬; 祖宏林; 吕凯凯

doi:10.19818/j.cnki.1671-1637.2025.01.007

动力车尾部顶推方式安全适应性试验与计算

doi: 10.19818/j.cnki.1671-1637.2025.01.007

张志超^{1, 2},
张一喆^{1, 2, ,},
储高峰^{1, 2},
寸冬冬^{1, 2},
祖宏林^{1, 2},
吕凯凯^{1, 2}

1.
中国铁道科学研究院集团有限公司机车车辆研究所，北京 100081
2.
中国铁道科学研究院集团有限公司动车组和机车牵引与控制国家重点实验室，北京 100081

基金项目:

中国国家铁路集团有限公司科技研究开发计划 N2021J027

中国铁道科学研究院集团有限公司科研项目 2022YJ262

中国铁道科学研究院集团有限公司科研项目 2024YJ042

详细信息

作者简介:
张志超(1982-)，男，河北石家庄人，中国铁道科学研究院集团有限公司研究员，工学博士，从事机车车辆动力学研究

通讯作者:
张一喆(1987-)，男，辽宁锦州人，中国铁道科学研究院集团有限公司副研究员，工学博士

中图分类号: U266.2
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出版历程
- 收稿日期: 2023-10-08
- 刊出日期: 2025-02-25

Safety adaptability test and calculation of tail push-type operation of power car

ZHANG Zhi-chao^{1, 2},
ZHANG Yi-zhe^{1, 2
, ,},
CHU Gao-feng^{1, 2},
CUN Dong-dong^{1, 2},
ZU Hong-lin^{1, 2},
LYU Kai-kai^{1, 2}

1.
Locomotive and Car Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing 100081, China
2.
National Key Laboratory of EMU and Locomotive Traction and Control, China Academy of Railway Sciences Corporation Limited, Beijing 100081, China

Funds:

Science and Technology Research and Development Program of China State Railway Group Co., Ltd. N2021J027

Research Project of China Academy of Railway Sciences Corporation Limited 2022YJ262

Research Project of China Academy of Railway Sciences Corporation Limited 2024YJ042

More Information

Corresponding author: ZHANG Yi-zhe(1987-), male, associate professor, PhD, zyzcars@163.com

Article Text (Baidu Translation)

摘要

摘要: 结合试验与仿真计算，系统研究了动力集中动车组动力车尾部顶推运行方式下的安全适应性问题；开展了动力车尾部顶推方式的动力学性能试验，分析了直线、半径为300 m曲线等线路条件下动力车尾部顶推的安全适应性；采用多体动力学和子结构方法建立了包含尾部动力车、相邻两节拖车以及密接式钩缓装置三维动力学模型的12编组系统动力学模型，并结合实测数据进行了充分的模型校验；开展了更为恶劣工况下动力车尾部顶推动车组运行安全性分析，研究了不同线路该动力车尾部顶推运行方式的安全适应性。研究结果表明：半径为300 m曲线工况下，仿真计算与试验结果基本一致，车钩顶推力对尾部动力车运行安全性影响较小，由于受轮轨纵向蠕滑的影响，在较大车钩顶推力下尾部动力车运行安全性指标反而出现减小的情况，而相邻拖车的运行安全性指标受顶推力的影响相对明显；尾部动力车顶推侧向通过12号和9号道岔工况，动力车与其相邻拖车的运行安全性指标均随着车钩顶推力的增大而增大，并且当动力车发挥100%顶推力侧向通过9号道岔时，其轮重减载率和轮轴横向力会出现超限情况，应尽量减小动力车尾部顶推侧向通过道岔的车钩顶推力。
- 车辆工程 /
- 动力集中动车组 /
- 试验与计算 /
- 安全适应性 /
- 轮轨作用力 /
- 密接式车钩
Abstract: The safety adaptability of power concentrated EMUs under the tail push-type operation of power car was systematically explored with a combination of test and simulation calculation. A dynamics performance test was conducted for the tail push-type operation of power car to analyze its safety adaptability on conditions such as the straight line, and curve of 300 m radius. A 12-settings system dynamics model was constructed by multi-body dynamics and substructure methods, including a tail power car, two adjacent trailers, and a 3D dynamics model of tight-lock coupler. The dynamics model was fully revised and validated by the test data. The simulations for more dangerous cases were carried out to analyze the safety of such a power car tail push-type operation. The safety adaptability of this operation on different lines was discussed. Research results show that under the curve condition of 300 m radius, the simulation calculation is basically consistent with experimental results. The pushing force of coupler has a small impact on the safety of tail power car operation. Due to the longitudinal creep of the wheel rail, the safety index of tail power car operation decreases under larger pushing force, while the one of adjacent trailers is relatively significantly affected by the pushing force. During the lateral pushing of tail power roof through the No.12 and No.9 turnout, the safety indicators of power car and its adjacent trailer increase with the rise of the pushing force of coupler. When the power car plays the pushing force of 100% and passes through the No.9 turnout laterally, the wheel load reduction rate and the lateral force of the wheel axle will exceed the limit. Therefore, the coupler pushing force of the power car passing through the turnout laterally should be minimized as much as possible.
- vehicle engineering /
- power concentrated EMUs /
- test and calculation /
- safety adaptability /
- wheel-rail force /
- tight-lock coupler

HTML全文

图 1 车钩位置动力学测点

Figure 1. Coupler position dynamics test points

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图 2 转向架位置动力学测点

Figure 2. Bogie position dynamics test points

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图 3 车钩力、车钩偏转角和脱轨系数随线路里程分布

Figure 3. Distribution of coupler force, coupler deflection angle, and derailment coefficient varying with line mileage

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图 4 最大压钩力作用下动力车轮轴横向力

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图 5 尾部顶推动力集中动车组动力学模型

Figure 5. Dynamics model of tail push-type of power concentrated EMUs

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图 6 动力学模型拓扑关系

Figure 6. Topological relationships of dynamics model

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图 7 密接式钩缓装置结构和动力学模型

Figure 7. Structure and dynamics model of tight-lock coupler

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图 8 实测轨道不平顺

Figure 8. Measured track irregularities

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图 9 动力车轮轴作用力对比(无车钩力)

Figure 9. Comparison of wheel-rail forces of power car (without coupler force)

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图 10 相邻拖车运行安全性指标对比(无车钩力)

Figure 10. Comparison of running safety indexes of adjacent trailers (without coupler force)

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图 11 车钩纵向力与偏转角对比(有车钩力)

Figure 11. Comparison of coupler longitudinal forces and deflection angles (with coupler force)

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图 12 尾部动力车轮轨作用力对比(有车钩力)

Figure 12. Comparison of wheel-rail forces of tail power car (with coupler force)

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图 13 相邻拖车4位轮轴运行安全性指标(有车钩力)

Figure 13. Comparison of 4th wheelset running safety indexes of adjacent trailers (with coupler force)

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图 14 尾部动力车轮轴横向力对比(12号道岔)

Figure 14. Comparison of wheelset lateral force of tail power car (for No.12 turnout)

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图 15 R300 m曲线工况动车组运行安全性指标最大值对比

Figure 15. Comparison of maximum running safety indexes for R300 m curve

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图 16 R300 m曲线工况车钩偏转角和动力车轮轴力响应

Figure 16. Coupler rotation angles and wheel rail forces of power car for R300 m curve

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图 17 R300 m曲线工况拖车第4轴运行安全性标

Figure 17. Running safety indexes of 4th axle of trailer for R300 m curve

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图 18 侧向过12号道岔时动车组运行安全性指标最大值

Figure 18. Maximum values of running safety indexes of EMUs for passing through No.12 turnout

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图 19 侧向过12号道岔动力学指标

Figure 19. Dynamics indexes for passing through No.12 turnout

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图 20 侧向过9号道岔时动车组运行安全性指标最大值

Figure 20. Maximum values of running safety indexes of EMUs for passing through No.9 turnout

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图 21 侧向过9号道岔动力学指标

Figure 21. Dynamics indexes for passing through No.9 turnout

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表 1 尾部动力车及拖车参数

Table 1. Parameters of tail power car and trailer

主要参数	动力车	拖车
轴距/mm	2 150(一轴与二轴间)	2 600
轴距/mm	2 000(二轴与三轴间)	2 600
定距/mm	11 700	18 000
前后车钩中心距/mm	23 960	23 710
车体质量/kg	72 647	38 600
构架质量/kg	5 896	2 160
轮对质量/kg	2 841	1 600
一系弹簧纵向刚度(单个)/(MN·m^-1)	1.85	0.80
一系弹簧横向刚度(单个)/(MN·m^-1)	1.85	0.80
一系弹簧垂向刚度(单个)/(MN·m^-1)	1.13	0.99
二系弹簧纵向刚度(单个)/(kN·m^-1)	114.20	100.00
二系弹簧横向刚度(单个)/(kN·m^-1)	114.20	100.00
二系弹簧垂向刚度(单个)/(kN·m^-1)	445.00	3 700.00

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