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

作　　者：吴萌岭 祝露 田春 WU Mengling;ZHU Lu;TIAN Chun(Institute of Railway and Urban Mass Transit,Tongji University,Shanghai 201804,China)

机构地区：[1]同济大学铁道与城市轨道交通研究院,上海201804

出　　处：《同济大学学报（自然科学版）》2018年第7期964-971,共8页Journal of Tongji University:Natural Science

基　　金："十二五"国家科技支撑计划(2015BAG12B01-20)

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无明显影响,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 000kN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 000kN的概率不足5%.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%.

关 键 词：重载列车 电控空气制动系统 纵向动力学 车钩力 坡道坡度 

分 类 号：U272.6[机械工程—车辆工程]