3万吨列车编组方案车钩力研究
王蒙1，魏伟2，张渊2，张军2，余鹏3，赵旭宝4，刘博阳5
（1.国能铁路装备有限责任公司，北京 100011；2.大连交通大学 机车车辆工程学院，辽宁 大连 116028；3.眉山中车制动科技股份有限公司，四川 眉山 620010；4.大连交通大学 计算机与通讯工程学院，辽宁 大连 116028；5.中车太原机车车辆有限公司，山西 太原 030027）
摘要：重载列车事故多与车钩力过大相关，降低车钩力是重载列车最需优先考虑的因素。本文利用列车纵向动力学仿真系统，仿真分析了3万吨列车各种编组模式的车钩力水平。根据列车运行使用常用制动和可能的最大车钩力发生工况，选择常用制动减压50 kPa制动停车、常用制动减压170 kPa、紧急制动和常用制动减压50 kPa后缓解四种工况分析各种编组列车车钩力水平。计算结果表明，3万吨重载列车车钩力最优编组方案为1＋108＋1＋108＋1＋108＋1，常用制动减压50 kPa、170 kPa和紧急制动最大压钩力分别为-426 kN、-900 kN、-1447 kN，常用制动减压50 kPa后缓解最大拉钩力为446 kN。1＋162＋1＋162＋1编组方案次之，1＋1＋1＋324编组方案不适合3万吨列车。
关键词：重载列车；列车编组；车钩力；常用制动；紧急制动
中图分类号：U292.3+1 文献标志码：A doi：10.3969/j.issn.1006-0316.2023.05.011
文章编号：1006-0316 (2023) 05-0065-06
Comparative Study on Coupler Force of 30,000-Ton Heavy-Haul Train Formation Scheme
WANG Meng1，WEI Wei2，ZHANG Yuan2，ZHANG Jun2，YU Peng3，ZHAO Xubao4，LIU Boyang5
( 1.CHN Energy Railway Equipment Co., Ltd., Beijing 100011, China; 2.College of Locomotive and Rolling Stock Engineering, Dalian Jiaotong University, Dalian 116028, China; 3.Meishan CRRC Brake Science & Technology Co., Ltd., Meishan 620010,China; 4.School of Computer and Communication Engineering, Dalian Jiaotong University, Dalian 116028, China; 5.CRRC Taiyuan Co., Ltd., Taiyuan 030027, China )
Abstract：Heavy haul train accidents are mostly related to excessive coupler force, for that reason, reducing the coupler force is the most essential task for heavy haul trains. In this paper, the train longitudinal dynamics simulation system is used to simulate and analyze the coupler force level of the possible formations of 30,000-ton trains. According to the service brakes used in train operation and the working condition with the potential maximum coupler force, four brake conditions are analyzed: the service brake with a pressure reduction of 50 kPa, the service brake with 170 kPa reduction, the emergency brake and the service brake released after a pressure reduction of 50 kPa. The results show that the optimal formation scheme for the coupler force of a 30,000-ton heavy haul train is 1+108+1+108+1+108+1, in which the maximum compressed coupler forces of the service brake with the pressure reduction of 50 kPa and 170 kPa and the emergency brake are -426 kN, - 900 kN and -1447 kN, and the maximum coupler force released after the service brake with 50 kPa reduction is 446 kN. The 1+162+1+162+1 is the second-best scheme, and 1+1+1+324 is unsuitable for 30,000-ton trains because of the excessive coupler force.
Key words：heavy haul train；train formation；coupler force；service brake；emergency brake
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收稿日期：2022-09-16
作者简介：王蒙（1990－），女，内蒙古鄂尔多斯人，硕士研究生，工程师，主要研究方向为铁路机车车辆，E-mail：20027251@ceic.com。
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