机车关键参数对车钩转角与机车运行安全性的影响  

Influence of locomotive key parameters on coupler rotation angle and locomotive running safety

作　　者：许自强[1] 罗世辉[1] 马卫华[1] 吴庆[1] 

机构地区：[1]西南交通大学牵引动力国家重点实验室,四川成都610031

出　　处：《交通运输工程学报》2013年第3期47-52,共6页Journal of Traffic and Transportation Engineering

基　　金：国家自然科学基金项目(51005190);霍英东教育基金项目(122014)

摘　　要：针对列车车钩承压偏转行为,分析了机车结构参数与车钩转角之间的关系,通过建立由3节新型33t轴重C0-C0轴式重载机车与2组具有钩肩特性、缓冲器迟滞特性的圆销钩缓装置组成的列车动力学模型,研究承压工况下机车结构参数对车钩转角与列车运行性能的影响。计算结果表明:在列车车钩自由转角为8°时,承压时车钩的实际转角达不到8°,此时车钩钩肩不发生作用,稳钩力由机车二系止挡提供,车钩横向力全部传递至轮对,导致机车的轮轴横向力超标;提高二系止挡间隙或降低止挡间距等参数,可以增加车钩的转角,减小车钩横向力,降低轮轴横向力,提高列车的运行安全性;在重载机车车钩选型中,应该考虑机车结构参数与车钩自由转角的匹配关系。Aimed at coupler rotation performance under compressive condition, the relationship between locomotive structure parameters and coupler rotation angle was analyzed, a train dynamics model consisting of three new-type 33 t axle-load C0-C0 configuration heary-haul locomotives and two round-pin coupler systems with coupler shoulder characteristic and hysteretic draft gear was established, and the effect of locomotive key structure parameters on coupler rotation angle and train running performance was studied under compressive condition. Calculation result shows that when coupler free rotation angle is 8%, its actual rotation angle is less than 8% under longitudinal compression, coupler shoulder does not work, the coupler- stabilized force is provided by secondary stop, so locomotive suffers a significant lateral component force, which leads to wheelset lateral force out of limit. Increasing the clearance of secondary stop or decreasing the distance between front and rear stops can increase the rotation angle of coupler, decrease wheelset lateral force, at last improve the running safety of train. So the matching relationship between locomotive key structure parameters and coupler free rotation angle should be considered in the selecting couplers of heavy-haul train. 3 tabs, 8 figs, 16 refs.

关 键 词：重载机车 动力学模型 车钩转角 轮轴横向力 结构参数 

分 类 号：U260.34[机械工程—车辆工程]