摘要
发展重载运输已经成为中国乃至全世界铁路货物运输的主攻方向,然而随着列车牵引重量的提升和编组长度的增加,导致其纵向冲动问题十分突出,加重了断钩或挤压脱轨等危险倾向。因此,深入研究列车纵向动力学问题,完善分析模型,对车辆的合理设计、安全操纵和优化等具有重要的指导意义。
基于上述背景,本论文研究了列车纵向动力学模型建立方法,提出了一个基于非惯性坐标系的车钩缓冲系统模型,建立了一个基于有限元和多体理论的重载货车空气制动系统数学模型,完善了列车纵向动力学问题的研究理论和方法,主要完成的研究工作有以下几个方面：
1.建立了轨道坐标系下的列车纵向动力学模型,其中的车钩力用缓冲器落锤试验动态挠力特性曲线插值产生,不同工况下的制动力通过制动机室内静置试验获得的列车编组中每个制动缸的升压曲线换算得出,不同位置制动缸的延时时间也取自相应曲线的水平段。利用建立的模型研究了典型工况下,缓冲器性能参数、列车牵引吨位以及车钩间隙对列车纵向冲动的影响。
2.提出了一个全新的基于非惯性坐标系的车钩缓冲系统模型,该模型可以在不影响列车纵向动力学方程的基础上,利用准静态平衡假设,在求解列车纵向运动的同时,获得包括车钩相对车体转动位移在内的车钩缓冲系统各组成部件自身非线性运动特点。
3.按照空气流体动力学的连续介质力学理论,建立了一个包括漏泄和管壁摩擦损耗在内的列车管数学模型,获得了列车管随时间和列车管长度坐标变化的压力/速度耦合偏微分方程组,并采用有限元方法来求解该偏微分方程组。建立了基于完全气体状态方程的车辆制动单元数学模型,与列车管模型一起,构成了一个新的基于有限元和多体理论的重载货车空气制动系统数学模型,并以此作为列车纵向动力学分析中制动力的模拟。
4.建立了轨道坐标系下的大秦线2万t重载列车纵向动力学模型,其中制动力采用本文提出的基于有限元和多体系统的列车制动系统数学模型来表述,研究了重载列车采用Locotrol技术的必要性以及需要注意的问题,实测大秦线2万t重载列车全程运行的车钩载荷一时间历程,并选择其中一个典型制动过程进行了实测数据与仿真数据的比较,发现两种方法下得到的结果规律一致,表明本文提出的列车纵向动力学模型正确、合理。
The development of heavy haul transportation has become the major direction in the railway freightage domestically and internationally. However the longitudinal impact issue stands out when the traction weight and the formation length of the trains increase which in turn aggravate the risk tendency of couplers breakdown or crush derailment. Therefore, it is of significant importance to proceed intensive study on longitudinal dynamics problems, improve the analytical models and propose guidelines for design rationality, operation safety as well as the optimization of the railway vehicle.
Based upon the background illustrated above, this paper studies the longitudinal dynamics modeling method for the heavy haul train, proposes a coupler model based on the non-inertial coordinates, establishes a mathematical model for the heavy haul train air-braking system in accordance with the finite element and multi-body theory, improves the research theory and approach for railway train longitudinal dynamics problems. The main work involves:
1. Establish the longitudinal dynamics model of the train with respect to the trajectory coordinate system of which the coupler force is generated by interpolating the dynamice force-displacement curve of the buffer from drop test, the brake forces under different cases are calculated from the pressure-rising curve of every brake cylinder in the train formation during brake indoor standing tests while the delay time of the brake cylinder is obtained from the horizontal section of the cooresponding curve as well. This model is applied to study the influences of the buffer performance parameters, traction tonnage and the coupler's slack to the longitudinal impact of the train under typical working conditions.
2. Propose a new three-dimensional coupler model based on the non-inertial coordinate which allows for arbitrary three-dimensional motion of the car bodies and captures kinematic degrees of freedom of coupler systems including the relative rotational displacement of the coupler against the carbody using the quasi-static equilibrium hypothesis. It does not lead to an increase in the number of longitudinal dynamical equations, number of the system inertial coordinates and number of constraint equations.
3. Establish the mathematical model for the brake pipe of the train which can cover the leage and pipe wall friction, basing upon the gas dynamics and continuum mechanics theories. Obtain the pressure/speed coupled partial differential equations of the brake pipe which depend on the time and the longitudinal coordinates of the brake pipe, these equations can be solved by finite element method. Build the mathematical model of brake unit of the cars basing on the state equation of ideal gas and combine this model with the pipe's to construct a new finite element/multi-body mathematical model for air brake system in the heavy haul train. This model is applied to simulate the brake force in the longitudinal dynamical analysis of the railway train.
4. Build the longitudinal dynamical model under trajectory coordinates for the20,000tonnage heavy haul train serving the Datong-Qinhuangdao line (hereinafter as DaQin line), of which the brack force is described from the finite element/multi-body train brake system mathematical model that is proposed in this paper. Study the necessity and the problems needing to pay attention to when applying the Locotrol techniques on the heavy haul train. Practical measure the load-timehistory of the coupler force on20,000tonnage heavy haul train running the whole way along DaQin line and select one representative brake process to compare the experimental results with simulated results of which the results show the disciplinary consistency between both methods. Hence the correctness and reasonableness of the longitudinal dynamical model proposed in this paper for the railway train is validated.
引文
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