摘要
为控制重载组合机车车钩的动态稳定性，根据重载机车车钩稳定性的工作原理与车体和车钩的几何关系，推导了机车车钩最大自由摆角的计算方法．以某型机车装用DFC-E100型钩缓装置在大秦线牵引重载列车为例，通过改变列车的牵引重最、编组方式和制动方式，不断加大作用于机车的纵向力，实测被试机车的脱轨系数、轮酉减载率和轮轴横向力等安全性参数，试验研究列车中部机车车钩横向摆动对机车运行安全性的影响．结果表明：在压钩力作用下，机车车钩摆角随车钩纵向力的增大而增大；车钩最大自由摆角增大，机车的安全性参数及机车脱轨的风险则随之增加，考虑工程误差，车钩最大自由摆角应为2．5°～3．5°．
To control the dynamic stability of locomotive couplers in heavy haul combined trains, a formula for calculating the maximum free swing angle of heavy-haul locomotive couplers was derived from the stability principle of the coupler and the geometric relation between the coupler and carbody on rails. Taking some locomotive driving a heavy train in Datong-Qinhuangdao line with coupler ＆ draft gear DFC-EIO0 as an example, the effect of the lateral swing of the coupler for the middle locomotive on locomotive operation security was studied by tests. In the tests, the coupler longitudinal force was increased gradually by changing the haul weight, organization mode, and braking mode of the train, and the security parameters such as locomotive derailment factor, wheel unloading rate, and lateral wheelset force were measured in different operating conditions. The results show that the lateral swing angle of the locomotive coupler would increase with the coupler longitudinal force under the action of coupler pressing force. The bigger the maximum lateral swing angle of the coupler is, the bigger the security parameters of the locomotive are, and the bigger the risk of locomotive derailment is. With engineering errors taken into consideration, the maximum free swing angle of the locomotive coupler should be controlled in the range of 2.5° -3.5°.
出处
《西南交通大学学报》
EI
CSCD
北大核心
2009年第6期882-886,共5页
Journal of Southwest Jiaotong University
基金
国家自然科学基金资助项目(50875219)
国家863项目(2009AA11Z202)
中国铁道部重点科研计划资助项目(2008J009-C)
关键词
组合列车
机车车钩
稳定控制
最大自由摆角
combined train
locomotive coupler
stability control
maximum free swing angle
