[1]李敏,罗贇,杨勇军.A1A-A1A轴式动车动态通过小半径曲线动力学性能仿真与实测比较分析[J].机车电传动,2014,(02):35-37.[doi:10.13890/j.issn.1000-128x.2014.02.007]
 LI Min,LUO Yun,YANGYong-jun.Comparison and Analysis of Simulation and Measured Results on A1A-A1A Motor Vehicle Dynamical Negotiating Small Radius Curve Dynamic Performance[J].Electric Drive for Locomotives,2014,(02):35-37.[doi:10.13890/j.issn.1000-128x.2014.02.007]
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A1A-A1A轴式动车动态通过小半径曲线动力学性能仿真与实测比较分析()
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机车电传动[ISSN:1000-128X/CN:43-1125/U]

卷:
期数:
2014年02期
页码:
35-37
栏目:
研究开发
出版日期:
2014-03-10

文章信息/Info

Title:
Comparison and Analysis of Simulation and Measured Results on A1A-A1A Motor Vehicle Dynamical Negotiating Small Radius Curve Dynamic Performance
文章编号:
1000-128X(2014)02-0035-03
作者:
李敏1罗贇1杨勇军2
1. 西南交通大学 2. 南车戚墅堰机车有限公司
Author(s):
LI Min1 LUO Yun1 YANGYong-jun2
(1.Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu, Sichuan 610031,China;2. Product Design Department, CSR Qishuyan Locomotive Co., Ltd., Changzhou, Jiangsu 213011, China)
关键词:
内燃动车组动力学性能动态通过小半径曲线仿真分析实测试验
Keywords:
motor vehicle dynamics dynamical negotiating small radius curve simulation and analysis test
分类号:
U266.11;TP391.9
DOI:
10.13890/j.issn.1000-128x.2014.02.007
文献标志码:
A
摘要:
针对某A1A-A1A轴式内燃动车组,采用多刚体系统动力学软件SIMPACK建立了该动车动力学模型,仿真分析动车动态通过R300 m曲线时的动力学性能,并与实测试验结果进行对比分析。结果表明:动车动力学性能同时受轨道局部不平顺和随机不平顺的影响,随机不平顺的影响占60%;实际线路缓圆点位置随机不平顺比圆曲线上随机不平顺大;实际中R300 m曲线横向不平顺在缓圆点处接近较差线路横向不平顺,圆曲线上略大于AAR5级线路横向不平顺;垂向不平顺在缓圆点处接近AAR5级线路垂向不平顺,圆曲线上接近AAR6级垂向不平顺;脱轨系数实测最大值约为较差线路最大值的1.2倍,平均最大值约为较差线路最大值的1.1倍。建议在今后的小半径曲线仿真分析中考虑不平顺的差异。
Abstract:
Aiming at the certain A1A-A1A (power with four driving equipments mounted in the frame of six axles) DMUs, dynamic model of the motor vehicle was established with multi-rigid-body dynamics software SIMPACK, and a simulation analysis of the motor vehicle dynamically negotiating the 300 m radius curve was done, which was compared with the measured result. The results showed that: the dynamic performance of the motor vehicle was both affected by the local and random irregularity with the later accounting for 60%, and at the same time, the value of the random irregularity at the transition point was larger than that on the circle in the actual line. In practice, the transverse irregularity of the 300 m radius curve at the transition point was close to that of the poor line, while on curve it’s slightly larger than that of the AAR5 level. The vertical irregularity at the transition point was very close to the AAR5 level, and the AAR6 level vertical irregularity could represent that on the curve; The maximum value of the measured derailment coefficient was about 1.2 times than that of the poor line, while the average maximum was 1.1 times than that of the poor line. Therefore, the difference of irregularity should be considered in future simulation analysis.

参考文献/References:

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备注/Memo

备注/Memo:
作者简介:李敏(1989-),女,硕士研究生,研究方向为机车车辆动力学。
更新日期/Last Update: 2014-03-10