| 长大重载列车中部机车跳钩机理与防控对策 |
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| 引用本文： | 凌亮,吴键,周坤,周康,王开云,翟婉明.长大重载列车中部机车跳钩机理与防控对策[J].交通运输工程学报,2021,21(6):310-320. |
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| 作者姓名： | 凌亮 吴键 周坤 周康 王开云 翟婉明 |
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| 作者单位： | 1.西南交通大学 牵引动力国家重点实验室，四川 成都 6100312.中国铁路太原局集团有限公司，山西 太原 030013 |
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| 基金项目： | 国家自然科学基金项目52072317国家自然科学基金项目51825504国家自然科学基金项目51735012 |
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| 摘 要： | 基于多体动力学理论，构建了2万吨重载列车中部机车-货车三维动力学模型，分析了连挂车钩初始高差、车钩钩头摩擦因数等关键因素对中部机车跳钩的影响规律，探究了空制缓解与牵引工况下中部机车-货车连挂车钩分离的形成机理，并提出相应的防控对策。研究结果表明:中部机车-货车连挂车钩在压钩状态下能够保持稳定，但在钩缓系统由压缩状态转变为拉伸状态的过程中，机车电制力、牵引力将使连挂车钩产生垂向相对跳动；进入拉钩状态后，较大的初始高差和较差的钩头摩擦因数使得连挂车钩自锁力不足，导致车钩间垂向相对位移迅速增大；若机车垂向转角限值过大，车钩间垂向相对位移将进一步增大至300 mm以上，最终导致车钩分离现象的发生；当钩头摩擦因数和机车车钩垂向转角限值分别为0.08、8°时，空制缓解工况下发生车钩分离所需的最小初始高差、电制力施加比例分别为40 mm、40%，牵引工况下发生车钩分离所需的最小初始高差、牵引力施加比例分别为30 mm、50%；空制缓解工况下，当初始高差为50 mm、电制力施加比例为70%时，发生车钩分离所需的最小钩头摩擦因数、机车车钩垂向转角限值分别为0.09、6°；牵引工况下，当初始高差为50 mm、牵引力施加比例为100%时，发生车钩分离所需的最小钩头摩擦因数、机车车钩垂向转角限值分别为0.10、7°。可见，为有效抑制跳钩事故的发生，须严格限制连挂车钩间的初始高差，适当减小机车电制动力/牵引力，增大车钩钩头的摩擦因数，以及限制机车车钩的垂向最大转动角度。
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| 关 键 词： | 重载列车 动力学仿真 纵向动力学 中部机车 车钩分离 行车安全性 |
| 收稿时间： | 2021-05-26 |
Mechanism and countermeasures of coupler separation of middle locomotive for long heavy-haul trains |
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| LING Liang,WU Jian,ZHOU Kun,ZHOU Kang,WANG Kai-yun,ZHAI Wan-ming.Mechanism and countermeasures of coupler separation of middle locomotive for long heavy-haul trains[J].Journal of Traffic and Transportation Engineering,2021,21(6):310-320. |
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| Authors: | LING Liang WU Jian ZHOU Kun ZHOU Kang WANG Kai-yun ZHAI Wan-ming |
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| Affiliation: | 1.State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China2.China Railway Taiyuan Group Co., Ltd., Taiyuan 030013, Shanxi, China |
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| Abstract: | A three-dimensional dynamics model of the middle locomotive-wagon system for a 20 000-ton heavy-haul train was established based on the multi-body dynamics theory. The effects of the key factors such as the initial height difference between the connected coupler and the friction coefficient of the coupler head on the coupler separation were analyzed. The formation mechanism of the middle locomotive-wagon connected coupler separation under air brake release and traction conditions was analyzed, and the corresponding countermeasures were proposed. Research results indicate that the connected couplers can remain stable under the compressive force. However, during the changing process of the coupler and draft gear system from the compressive state to the pulling state, the electric braking/traction force of the locomotive will cause a certain vertical relative movement between the couplers. After the coupler force changes to the pulling state, the self-locking force between the couplers is insufficient owing to the large initial coupler height difference and the small friction coefficient of the coupler head, causing a rapid increase in the vertical relative displacement between the couplers. If the limit of the vertical rotation angle of the locomotive coupler is too large, the vertical relative displacement between the couplers will increase dramatically with the increase in the pulling force (no less than 300 mm), thereby eventually leading to the coupler separation. When the friction coefficient of the coupler head and the limit of the vertical relative displacement of the locomotive coupler are 0.08 and 8°, respectively, the minimum initial height difference of the connected couplers and the applied ratio of the braking force inducing coupler separation under the air braking release condition are 40 mm and 40%, respectively, whereas the minimum initial height difference of the connected couplers and the applied ratio of the traction force induced to coupler separation under the traction condition are 30 mm and 50%, respectively. Meanwhile, when the initial height difference of the connected couplers is 50 mm and the applied ratio of the electric braking force is 70%, the minimum friction coefficient of the coupler head and the limit of the vertical rotation angle of the locomotive coupler resulting in coupler separation under the air braking release condition are 0.09 and 6°, respectively. Furthermore, when the initial height difference of the connected couplers is 50 mm and the applied ratio of the electric traction force is 100%, the minimum friction coefficient of the coupler head and the limit of the vertical rotation angle of the locomotive coupler resulting in coupler separation under the traction condition are 0.10 and 7°, respectively. Hence, to prevent coupler separation accidents, it is necessary to strictly limit the initial height difference between the connected couplers, appropriately reduce the electric braking force/traction of the locomotive, increase the friction coefficient of the coupler head, and limit the vertical free angle of the locomotive coupler. 9 figs, 30 refs. |
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