重载列车电控空气制动系统纵向冲动影响分析
Analysis of Factor Influence for Longitudinal Impulse of Heavy-haul Train with Electronically Controlled Pneumatic Braking System
投稿时间:2017-10-16  修订日期:2018-05-19
DOI:10.11908/j.issn.0253-374x.2018.07.015     稿件编号:    中图分类号:U272.6
 
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中文摘要
      应用电控空气(ECP)制动系统与纵向动力学联合仿真系统研究制动初速度、车钩间隙以及坡道坡度等对列车纵向冲动的影响规律,并分析纵向冲动与车辆速度差之间的内在联系.结果表明:制动初速度对列车纵向冲动明显影响,而坡道坡度影响最显著,其次是车钩间隙;列车最危险的制动位置是列车前3/8处于坡道上、其余在平直道上,并且该制动位置不随制动初速度、坡道坡度以及车钩间隙的变化而变化;当压(拉)钩力超过2 000 kN时,最大压(拉)钩力与该车钩所对应的最小(大)速度差呈线性相关;一阶滤波后的速度差控制在-0.25~0.25 m?s-1时最大压(拉)钩力大于2 000 kN的概率不足5%.
英文摘要
      The simulation model of electronically controlled pneumatic (ECP) braking system and longitudinal dynamics was built to analyze the influence of initial braking speed, coupler slack and gradient on train longitudinal impulse. The results show that: initial braking speed has no effect on the longitudinal impulse while the gradient affects the longitudinal impulse most, followed by coupler slack; the top 3/8 of train at the ramp flat change point is the most dangerous braking position, and this position cannot be changed with the initial braking speed/coupler slack/gradient; when the pressed (tensile) coupler force exceeds 2 000 kN, the maximum value has linear correlation with the minimum (maximum) velocity difference; when the filtered velocity difference is controlled with a range of -0.25~0.25 m?s-1, the possibility that the maximum pressed (tensile) coupler force exceeds 2 000 kN is less than 5%.
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