青藏线双源动车组黏着适应性研究

王波; 罗世辉; 王晨; 曲天威; 马卫华; 雷成

doi:10.3969/j.issn.0258-2724.20220843

青藏线双源动车组黏着适应性研究

doi: 10.3969/j.issn.0258-2724.20220843

王波^{1, 2,},
罗世辉¹,
王晨³,
曲天威⁴,
马卫华^1, ,,
雷成²

1.
西南交通大学轨道交通运载系统全国重点实验室，四川成都 610031
2.
郑州铁路职业技术学院河南省轨道交通智能安全工程技术研究中心，河南郑州 451460
3.
石家庄铁道大学机械工程学院，河北石家庄 050043
4.
中车大连机车车辆有限公司，辽宁大连 116022

基金项目: 国家自然科学基金（51575458）；河南智能安全工程技术中心开放性课题(2021KFJJ001)；河北省高等学校科学技术研究项目（QN2021232）

详细信息

作者简介:
王波（1988—），男，博士研究生，研究方向为轨道车辆系统动力学，E-mail：wbb22@126.com

通讯作者:
马卫华（1979—），男，研究员，博士生导师，研究方向为车辆系统动力学、纵向动力学、悬浮架设计及其动力学，E-mail：mwh@swjtu.edu.cn

中图分类号: U262.0
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出版历程
- 收稿日期: 2022-12-02
- 修回日期: 2023-07-07
- 网络出版日期: 2024-06-04

Adhesion Adaptability of Dual-Source-Powered Electric Multiple Unit on Qinghai−Xizang Line

WANG Bo^{1, 2
,},
LUO Shihui¹,
WANG Chen³,
QU Tianwei⁴,
MA Weihua^{1
, ,},
LEI Cheng²

1.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, China
2.
Henan Engineering Research Center of Rail Transit Intelligent Security, Zhengzhou Railway Vocational & Technical College, Zhengzhou 451460, China
3.
School of Mechanical Engineering, Shijiazhuang Tiedao University, Shijiazhuang 050043, China
4.
CRRC Dalian Co., Ltd., Dalian 116022, China

摘要

摘要:
为了分析运行效率更高的双源动车组在青藏线（格尔木—拉萨段）运行的可行性，建立机车动力学模型并进行了验证；采用动力学方法研究了双源动车组机车（动车）和青藏线成熟运营的HXN₃内燃机车在直线段、曲线段和坡道上的牵引黏着系数、牵引力、蠕滑率与速度之间的关系；通过对比2个机车的动力学响应，验证牵引工况下双源动车组的黏着特性. 通过分析可以发现：1）机车的牵引黏着系数与机车的牵引力成正比，当车速在40～120 km/h时，双源动车组机车的黏着系数由0.19降低至0.09，黏着富裕度则由59.0%提高至85.7%；2）在直线段和坡道情况下，双源动车组的黏着富裕度均大于HXN₃机车，对适应恶劣外界环境引起的轮轨黏着下降能力更强，对高原环境的适应性更优；3）曲线段，忽略结构引起的黏降差异，R300 m曲线时双源动车组和HXN₃型机车的黏降幅度分别为6.3%和6.8%，R800 m曲线时，HXN₃型机车曲线黏降幅度为3.0%，而双源动车组低于限值，可以保证有足够的黏着.
- 高原铁路 /
- 内电双源 /
- 内燃机车 /
- 动力学 /
- 牵引黏着
Abstract:
In order to analyze the feasibility of a dual-source-powered electric multiple unit (EMU) with enhanced operational efficiency on the Qinghai–Xizang Line (Golmud–Lhasa section), the dynamics model of EMU was established and verified. A dynamic method was adopted to study the relationship among the traction adhesion coefficients, traction force, creepage, and speed for the dual-source-powered EMU and the HXN₃ internal combustion locomotive operating on the straight sections, curved sections, and ramps of the Qinghai–Xizang Line. The adhesion characteristics of dual-source-powered EMU under traction conditions were validated by comparing the dynamic responses of the two locomotives. The analysis finds that: 1) The traction adhesion coefficients of the locomotives are proportional to their traction force. Moreover, within the speed range of 40–120 km/h, the adhesion coefficient of the dual-source-powered EMU decreases from 0.19 to 0.09, while the adhesion affluence increases from 59% to 85.7%. 2) The adhesion affluence of the dual-source-powered EMU is superior to that of the HXN₃ locomotive in both straight sections and ramps, thereby enhancing its ability to cope with low wheel-rail adhesion conditions in harsh external environments and exhibiting better adaptability in plateau environments. 3) In the curved section, by ignoring the structure-induced adhesion reduction difference, the adhesion reduction amplitudes of the dual-source-powered EMU and HXN₃ locomotive are 6.3% and 6.8%, respectively, at R300 m curve. At the R800 m curve, the HXN₃ locomotive demonstrates an adhesion reduction amplitude of 3%, while the adhesion reduction amplitude of the dual-source-powered EMU is below the threshold value, ensuring sufficient adhesion.
- plateau railway /
- dual-source-powered /
- internal combustion locomotive /
- dynamic /
- traction adhesion

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图 1 HXN3型高原机车转向架

Figure 1. Bogie of HXN₃ plateau locomotive

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图 2 FXN₃型高原机车转向架

Figure 2. Bogie of FXN₃ plateau locomotive

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图 3 黏着引起的车轮损伤

Figure 3. Wheel damage caused by adhesion

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图 4 机车变速牵引工况动力学模型（以HXN₃机车为例）

Figure 4. Traction dynamic model of locomotive at variable speed （HXN₃ locomotive）

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图 5 机车匀速牵引工况动力学模型（以HXN₃机车为例）

Figure 5. Traction dynamic model of locomotive at constant speed （HXN₃ locomotive）

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图 6 轴重转移

Figure 6. Axle load transfer

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图 7 纵向黏着系数

Figure 7. Longitudinal adhesion coefficient

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图 8 纵向黏着系数

Figure 8. Longitudinal adhesion coefficient

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图 9 牵引力发挥（R300 m）

Figure 9. locomotive traction condition （R300 m）

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图 10 牵引力发挥（R800 m）

Figure 10. locomotive traction condition （R800 m）

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图 11 纵向黏着系数、轮对转速（20‰ 坡道）

Figure 11. Longitudinal adhesion coefficient and wheelset rotation speed（20‰ ramp）

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图 12 HXN₃机车纵向黏着系数、轮对转速（20‰ 坡道）

Figure 12. HXN₃ longitudinal adhesion coefficient and wheelset rotation speed（20‰ ramp）

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图 13 纵向蠕滑率、黏着系数（20‰ 坡道）

Figure 13. Longitudinal creepages and adhesion coefficient（20‰ ramp）

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表 1 HXN₃和FXN₃机车主要技术参数

Table 1. Main technical parameters of HXN₃ and FXN₃ locomotives

序号	项目	HXN₃	FXN₃
1	轨距/mm	1435	1435
2	持续速度/（km·h⁻¹）	23	28
3	定距/m	13.900	16.435
4	轴距/m	1.755/1.925	1.95/2.05
5	最大运用速度/（km·h⁻¹）	120	160
6	柴油机装车功率/kW	3700	3500
7	起动牵引力/kN	620	245
8	持续牵引力/kN	598	200
9	牵引杆高度/m	0.725	0.685
10	牵引杆长度/m	1.238	1.350

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表 2 HXN₃和FXN₃机车动力学参数（部分）

Table 2. Main dynamic parameters of HXN₃ and FXN₃ locomotives （part）

序号	项目	HXN₃	FXN₃
1	一系纵向刚度/（MN·m⁻¹）	30.00	28.59
2	一系横向刚度/（MN·m⁻¹）	0.800	3.588
3	一系垂向刚度/（MN·m⁻¹）	0.838	2.320
4	二系纵向刚度（橡胶堆或钢簧）/（MN·m⁻¹）	0.3	0.192
5	二系横向刚度/（MN·m⁻¹）	0.200	0.192
6	二系垂向刚度/（MN·m⁻¹）	7.7	0.5185
7	抗蛇形减振器/（kN·s·m⁻¹）	16.5@0.01	14.2@0.01
8	二系横向减振器/（kN·s·m⁻¹）	4.5@0.10	2.8@0.05
9	轴重/t	25	23

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