HX_N5型内燃机车动力学性能分析
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摘要
实施以多体系统为核心的机车动力学性能的虚拟测试技术,可以通过动力学仿真促进产品设计优化,加快新产品研制进程,大幅降低研制成本。因此,通过仿真建模,分析研究新研制机车的动力学性能,对优化设计具有重要意义。
HXN5型内燃机车是由中国南车制造的新一代大功率交流传动内燃机车,转向架是在2006年从美国GE公司进口用于青藏铁路的NJ2型内燃机车转向架基础上改进设计而成,为全面评估该车的动力学性能,本文采用SIMPACK动力学分析软件,建立了机车多体动力学模型,主要对机车的稳定性、直线运行平稳性、曲线通过性能、轴重转移等动力学性能指标进行了研究和评价。仿真计算结果表明：1)理论上机车的非线性临界速度勉强可以满足120km/h设计要求。由于采用导框式轴箱定位方式,驱动及制动工况下,机车的轮对横向振动存在一系横向止挡4mm内的稳定极限环。2)机车的平稳性要视实际线路的情况而定。在AAR5和较差线路上,机车以40km/h-140km/h运行,其横向平稳性和加速度指标为优良,轮轴横向力均小于极限值。机车垂向平稳性指标在AAR5线路上以40km/h-120km/h速度运行,垂向加速度在40km/h-140km/h内都是优良。在较差线路上,60km/h速度以下运行的垂向平稳性指标和加速度是优良,100km/h速度下垂向平稳性指标和加速度在合格范围。3)机车可以安全地通过125m半径曲线。4)机车通过R300m和R800m曲线的各动力学指标小于极限值。R300m工况的最大轮轴横向力达到88.07kN。5)机车的粘着利用率为94.05%。
本文还分析研究了导框摩擦系数、一系纵向间隙、悬挂参数对机车动力学性能影响情况。分析表明：1)直线运行时,导框摩擦系数对制动工况的影响显著大于牵引工况；对垂向性能的影响明显大于横向性能；曲线通过时,导框摩擦系数对机车动力学性能影响较大,尤其是垂向动力学性能；建议导框摩擦系数小于0.35。2)增大一系纵向间隙对机车非线性稳定性不利,对机车曲线通过横向性能有利。3)为了获得良好的动力学性能,应该保证实际悬挂刚度和阻尼参数值与设计值基本一致。按照目前的悬挂参数设计刚度参数,各阻尼的设计值是合理的。
相关研究结果对评估HXN5型内燃机车的动力学性能,机车的运用和改进产品设计具有参考价值。
By adopting virtual testing technology of locomotive's dynamic performance that take multi-body system as the core, dynamic simulation can promote product design optimization, accelerate new product's development process and reduce development cost greatly. Therefore, analyzing and studying the dynamic performance of new-developed locomotive by simulation modeling has important significance for optimizing design.
HXN5diesel locomotive is a new generation of high-power AC transmission diesel locomotive made by CSR. Which bogie is an improved design based on the bogie of the NJ2diesel locomotive for Qinghai-Tibet railway imported from American GE company in2006. In order to evaluate this locomotive's dynamic performance, some dynamic performance indexes are researched and appraised such as the locomotive's running stability, running comfort on straight line, curving performance, axle load transfer and so on by using the SIMPACK dynamic analysis software to set locomotive multi-body dynamic model in this paper. The computed results of simulation show that:1) the non-liner critical speed of the locomotive can barely satisfy the design required speed120km/h in theory. As the using of guide frame for axle-box guidance, on traction and brake condition, the lateral vibration of wheelset exists a stable limit cycle within the scope of4mm of primary lateral stop.2) The locomotive's running comfort is conditional upon actual tracks. On the AAR5tracks and inferior tracks, the locomotive can run at the speed of40km/h-140km/h, with the lateral ride index and acceleration are good, and the lateral wheelset force is less than the limit value. On the AAR5tracks, the locomotive's vertical ride index is good at the speed of40km/h-120km/h, and its vertical acceleration is good at the speed of40km/h-140km/h. On the inferior tracks, the locomotive's vertical ride index is good under the speed of60km/h, its vertical ride index and acceleration is within the acceptable limit under the speed of100km/h.3) The locomotive can negotiate safely the curve of125m radius.4) When the locomotive negotiates the curve of300m and800m radius, all dynamic indexes are less than the limit value. Under the working condition, when the radius is300m, maximum lateral wheelset force can reach88.07kN.5) The locomotive's utilization coefficient of adhesion is94.05%.
The influences of pedestal friction coefficient, primary longitudinal clearance and suspension parameter on the dynamic performance of locomotive has also been analyzed and researched in this paper. The analysis indicates that:1) While running on straight line, the influence from the pedestal friction coefficient on brake condition is significantly higher than the influence on traction condition; The influence on vertical performance is obviously higher than that on lateral performance; when negotiating a curve, there is a great influence on locomotive's dynamic performance from pedestal friction coefficient, especially on vertical dynamic performance.2) Increasing primary longitudinal clearance is unfavorable for locomotive's non-linear stability, but it is beneficial for locomotive's curve negotiating lateral performance3) In order to acquire favorable dynamic performance, it should be ensured that there is no excessive difference between the actual value and design value of each suspension's stiffness and damping. The design value of each damping will be reasonable if the stiffness parameter is designed as per existing suspension parameter.
The related research results have certain reference value for evaluating the dynamic performance of HXN5diesel locomotive and for further optimizing and improving product design.
HXN5型内燃机车是由中国南车制造的新一代大功率交流传动内燃机车,转向架是在2006年从美国GE公司进口用于青藏铁路的NJ2型内燃机车转向架基础上改进设计而成,为全面评估该车的动力学性能,本文采用SIMPACK动力学分析软件,建立了机车多体动力学模型,主要对机车的稳定性、直线运行平稳性、曲线通过性能、轴重转移等动力学性能指标进行了研究和评价。仿真计算结果表明：1)理论上机车的非线性临界速度勉强可以满足120km/h设计要求。由于采用导框式轴箱定位方式,驱动及制动工况下,机车的轮对横向振动存在一系横向止挡4mm内的稳定极限环。2)机车的平稳性要视实际线路的情况而定。在AAR5和较差线路上,机车以40km/h-140km/h运行,其横向平稳性和加速度指标为优良,轮轴横向力均小于极限值。机车垂向平稳性指标在AAR5线路上以40km/h-120km/h速度运行,垂向加速度在40km/h-140km/h内都是优良。在较差线路上,60km/h速度以下运行的垂向平稳性指标和加速度是优良,100km/h速度下垂向平稳性指标和加速度在合格范围。3)机车可以安全地通过125m半径曲线。4)机车通过R300m和R800m曲线的各动力学指标小于极限值。R300m工况的最大轮轴横向力达到88.07kN。5)机车的粘着利用率为94.05%。
本文还分析研究了导框摩擦系数、一系纵向间隙、悬挂参数对机车动力学性能影响情况。分析表明：1)直线运行时,导框摩擦系数对制动工况的影响显著大于牵引工况；对垂向性能的影响明显大于横向性能；曲线通过时,导框摩擦系数对机车动力学性能影响较大,尤其是垂向动力学性能；建议导框摩擦系数小于0.35。2)增大一系纵向间隙对机车非线性稳定性不利,对机车曲线通过横向性能有利。3)为了获得良好的动力学性能,应该保证实际悬挂刚度和阻尼参数值与设计值基本一致。按照目前的悬挂参数设计刚度参数,各阻尼的设计值是合理的。
相关研究结果对评估HXN5型内燃机车的动力学性能,机车的运用和改进产品设计具有参考价值。
By adopting virtual testing technology of locomotive's dynamic performance that take multi-body system as the core, dynamic simulation can promote product design optimization, accelerate new product's development process and reduce development cost greatly. Therefore, analyzing and studying the dynamic performance of new-developed locomotive by simulation modeling has important significance for optimizing design.
HXN5diesel locomotive is a new generation of high-power AC transmission diesel locomotive made by CSR. Which bogie is an improved design based on the bogie of the NJ2diesel locomotive for Qinghai-Tibet railway imported from American GE company in2006. In order to evaluate this locomotive's dynamic performance, some dynamic performance indexes are researched and appraised such as the locomotive's running stability, running comfort on straight line, curving performance, axle load transfer and so on by using the SIMPACK dynamic analysis software to set locomotive multi-body dynamic model in this paper. The computed results of simulation show that:1) the non-liner critical speed of the locomotive can barely satisfy the design required speed120km/h in theory. As the using of guide frame for axle-box guidance, on traction and brake condition, the lateral vibration of wheelset exists a stable limit cycle within the scope of4mm of primary lateral stop.2) The locomotive's running comfort is conditional upon actual tracks. On the AAR5tracks and inferior tracks, the locomotive can run at the speed of40km/h-140km/h, with the lateral ride index and acceleration are good, and the lateral wheelset force is less than the limit value. On the AAR5tracks, the locomotive's vertical ride index is good at the speed of40km/h-120km/h, and its vertical acceleration is good at the speed of40km/h-140km/h. On the inferior tracks, the locomotive's vertical ride index is good under the speed of60km/h, its vertical ride index and acceleration is within the acceptable limit under the speed of100km/h.3) The locomotive can negotiate safely the curve of125m radius.4) When the locomotive negotiates the curve of300m and800m radius, all dynamic indexes are less than the limit value. Under the working condition, when the radius is300m, maximum lateral wheelset force can reach88.07kN.5) The locomotive's utilization coefficient of adhesion is94.05%.
The influences of pedestal friction coefficient, primary longitudinal clearance and suspension parameter on the dynamic performance of locomotive has also been analyzed and researched in this paper. The analysis indicates that:1) While running on straight line, the influence from the pedestal friction coefficient on brake condition is significantly higher than the influence on traction condition; The influence on vertical performance is obviously higher than that on lateral performance; when negotiating a curve, there is a great influence on locomotive's dynamic performance from pedestal friction coefficient, especially on vertical dynamic performance.2) Increasing primary longitudinal clearance is unfavorable for locomotive's non-linear stability, but it is beneficial for locomotive's curve negotiating lateral performance3) In order to acquire favorable dynamic performance, it should be ensured that there is no excessive difference between the actual value and design value of each suspension's stiffness and damping. The design value of each damping will be reasonable if the stiffness parameter is designed as per existing suspension parameter.
The related research results have certain reference value for evaluating the dynamic performance of HXN5diesel locomotive and for further optimizing and improving product design.
引文
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[3]王福天.车辆系统动力学[M].北京：中国铁道出版社,1994.
[4]翟婉明.车辆-轨道耦合系统动力学[M].2版.北京：中国铁道出版社,2003.
[5]王开云,翟婉明,蔡成标.机车车辆横向动力学仿真—车辆-轨道耦合模型与传统车辆模型的比较[J].西南交通大学学报,2003,38(1)：17-21.
[6]陈果.车辆-轨道耦合系统随机振动分析[D].成都：西南交通大学,2000.
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[8]DAI Huanyun,ZHANG Weihua.A Study of the Dynamic Behavior of Locomotive and Pantograph-Catenary Coupled System on Curved Track[C]//Prco. of 13th IAVSD.Chengdu:Southwest Jiaotong University Press,1993:84-87.
[9]王光远.论工程优化[J].计算结构力学及其应用,1994,11(2)：200-204.
[10]HE Yuping,John M P.Design Optimization of Rail Vehichls with Passive and Active Suspensions:A Combined Approach Using Genetic Algorithms and Mutibody Dynamics,2002,37(Suppl.):397-408.
[11]曾京,邬平波.高速客车动力学性能参数的参数灵敏度分析[J].西南交通大学学报,1996,31(增刊)：186-198.
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[13]刘建新,王开云,封全保.机车车辆二系横向止档结构参数[J].西南交通大学学报,2008,4(43)
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