Influence Analysis of Traction Rods on Locomotive Axle Load Transfer
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摘要:
优化机车结构参数以减轻轴重转移是提高机车黏着利用率的主要手段. 针对某型机车牵引杆结构参数对轴重转移影响机理尚不明晰的问题，本文基于准静态平衡建立考虑牵引杆转动的轴重转移理论计算模型，并基于Sobol灵敏度分析方法探明牵引杆各个参数对轴重转移的影响程度，进一步分析牵引力大小、牵引杆橡胶套刚度和牵引杆位形参数对机车轴重转移的影响. 结果表明：考虑牵引杆转动时，理论模型计算结果与Simpack动力学模型计算结果更接近，理论模型计算效率显著高于动力学模型；牵引杆初始倾斜角度对轴重转移的影响较其他牵引杆参数更大，牵引杆的转动导致各轴的轴重随牵引力非线性变化；牵引杆橡胶套径向刚度超过160 MN/m后，机车轴重转移变化趋于平缓；牵引杆橡胶套偏转刚度由20 N m/rad增加至500 N m/rad，机车轴重转移量增大了25.7%；牵引杆构架端距轨面高度由0.05 m增加至0.8 m时，机车轴重转移量增大了84.3%；牵引杆构架端距构架质心纵向距离由0.5 m增加至3.5 m时，机车轴重转移量减小了30.4%；牵引杆初始倾斜角度在11°左右时，牵引杆的转动角度接近于0；牵引杆初始倾斜角度在13 ～ 14°时，二位和三位轮对的轴重转移接近于0.
Abstract:Mitigating axle load transfer by optimizing structural parameters of locomotives is a primary strategy for enhancing adhesion utilization. To address the unclear mechanism by which the traction rod of a locomotive affects axle load transfer, a theoretical calculation model for axle load transfer given the rotation of the traction rod was established based on quasi-static equilibrium. The influence of the traction rod parameters on axle load transfer was explored based on the Sobol sensitivity analysis. Further analysis investigated the influence of traction force magnitude, stiffness of rubber sleeves, and position of the traction rod on axle load transfer. The results show that when the rotation of the traction rod is considered, the calculation results of the theoretical model are closer to those of the Simpack model, and the theoretical model exhibits significantly higher computational efficiency than the dynamics model. The initial tilt angle of the traction rod has a greater effect on axle load transfer than other traction rod parameters, and the rotation of the traction rod causes the load on each axle to vary nonlinearly with the traction force. As the radial stiffness of rubber sleeves of the traction rod exceeds 160 MN/m, the change in the locomotive’s axle load transfer tends to be gentle. As the deflection stiffness of rubber sleeves of the traction rod increases from 20 N m/rad to 500 N m/rad, the locomotive’s axle load transfer increases by 25.7%. As the height between the end of the traction rod frame and the rail surface increases from 0.05 m to 0.8 m, the locomotive’s axle load transfer increases by 84.3%. As the longitudinal distance between the end of the traction rod frame and the frame centroid increases from 0.5 m to 3.5 m, the locomotive’s axle load transfer decreases by 30.4%. The rotation angle of the traction rod approaches 0 when the initial tilt angle of the traction rod is around 11°. The axle load transfer of the second and third wheelsets approaches 0 when the initial tilt angle of the traction rod is between 13° and 14°.
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Key words:
- locomotive /
- axle load transfer /
- traction rod /
- parameter effect analysis /
- sensitivity analysis
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图 1 考虑牵引杆转动的轴重转移模型受力分析
Figure 1. Force analysis of axle load transfer model considering rotation of traction rods
图 3 基于多体动力学仿真的轴重转移计算
Figure 3. Calculation of axle load transfer based on multibody dynamics simulation
图 4 不同方法计算的轴重转移结果对比
Figure 4. Comparison of axle load transfer results calculated by different methods
图 6 不同牵引力下的轴重转移特性
Figure 6. Axle load transfer characteristics under different traction forces
图 7 橡胶套径向刚度对轴重转移影响
Figure 7. Influence of radial stiffness of rubber sleeves on axle load transfer
图 8 橡胶套偏转刚度对轴重转移影响
Figure 8. Influence of deflection stiffness of rubber sleeves on axle load transfer
图 9 牵引杆构架端距轨面高度对轴重转移影响
Figure 9. Influence of height between end of traction rod frame and rail surface on axle load transfer
图 10 牵引杆构架端距构架质心纵向距离对轴重转移影响
Figure 10. Influence of longitudinal distance between end of traction rod frame and frame centroid on axle load transfer
图 12 牵引杆初始倾斜角度对轴重转移影响
Figure 12. Influence of initial tilt angle of traction rod on axle load transfer
表 1 模型自由度
Table 1. Freedom degrees of model
纵向 垂向 点头 车体 xc zc βc 构架（j=1 ～ 2） xtj ztj βtj 牵引杆（j=1 ～ 2） xqj zqj βqj 
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表 2 轴重转移分析中部件受力
Table 2. Forces of components in axle load transfer analysis
符号 具体含义 Fsk 第k个二系悬挂垂向分力（k=1 ～ 4） Fsix 第k个二系悬挂纵向分力（k=1 ～ 4） Fpi 第i位轮对的一系悬挂垂向分力 Fpix 第i位轮对的一系悬挂纵向分力 Fqyc（b）vj 第j个牵引杆在车体端和构架端受到的垂向分力 Fqyc（b）hj 第j个牵引杆在车体端和构架端受到的纵向分力 Mqyc（b）j 第j个牵引杆在车体端和构架端受到的转矩 Fmi 第i个电机受到的吊挂力 Fti 第i位轮对的轮周牵引力 Fgh 车体受到的钩缓作用力 Fghv 车体受到的钩缓作用力垂向分力 Lc 车辆定距的一半 Ls 二系弹簧距构架质心纵向间距的一半 Lcg 为钩缓力作用点距离车体质心的纵向距离 Hcg 为车钩距离轨面的垂向间距 Lt 轴距的一半
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