Fig1 Theforceappliedtothetrainwhenrunning :w = w j +w q (3) :w = w = w 0 +w j (4) w i 121 基本阻力 w r = 600 R ( N/kN) (8) :R : [2] w s [3] w s =0

Size: px

Start display at page:

Download "Fig1 Theforceappliedtothetrainwhenrunning :w = w j +w q (3) :w = w = w 0 +w j (4) w i 121 基本阻力 w r = 600 R ( N/kN) (8) :R : [2] w s [3] w s =0"

营矿宗政
5 years ago
Views:

1 JournalofLanzhouJiaotongUniversity Vol31No4 Aug2012 : (2012) * 张友兵张波 ( ) : 分析了列车运行过程中的受力情况给出了制动过程中减速度的计算方法并采用正向反向两种迭代方式计算列车制动曲线两种方式计算出的制动曲线一致证明了计算制动曲线的方法是正确的在反向迭代计算制动曲线时缩小距离步长可以提高制动曲线的精确度选择合适的距离步长不但能保证精确度而且可以满足时效性通过仿真得出在平直道上 CRH2 型高速列车在初始速度为 300km/h 时紧急制动距离为 2780m 最大常用制动距离为 4628m 符合国家规定分析了制动过程中列车减速度与速度的关系最后分析了制动初始速度与制动距离的关系发现制动初始速度越大制动距离越长且制动距离非线性增大 :CTCS; 紧急制动 ; 最大常用制动 ; 制动曲线 :TP393;U283 :A 0 α=ξ*c (1) :α ; ξ ;c CTCS-3 [1] 3 :1) ;2) ; 3) c=f-w -b (2) :c ;f ;w ;b * : : ( 2009BAG12A08) : (1982-)

2 Fig1 Theforceappliedtothetrainwhenrunning :w = w j +w q (3) :w = w = w 0 +w j (4) w i 121 基本阻力 w r = 600 R ( N/kN) (8) :R : [2] w s [3] w s =000013L s (N/kN) (9) w 0 = A +Bv+Cv 2 (5) :v (km/h); A B C ; N/kN 122 附加阻力 ( ) ( ) w j w j = w i +w r +w s (N/kN) (6) :w i ;w r ;w s ; 12 w i w i =1000tanθ=i(N/kN) (7) w w 0 w j :i ( ) w q ;θ ; w i i :L s (m) 123 起动阻力

3 4 : CTCS?3 [4] 13 b=1000φ h β (N/kN) (10) c h : φ h ; β c ; h ( ) φ ( ) h 2 φ h =abv+p (11) cv+p v n-1 = 槡 2a ns n +v 2 n :a b c P ; v n a n s n v v n-1 S β c β c 1) S n 1 β c Δs (n+1) 0~1 (n+1) h 2)(n+1) (n+1) 2 3) (n+1) CTCS?3 22 正向验证制动曲线 ( ) ( ) (2) c c (1) a :1) ; 2)

4 Fig2 2 Theschematicdiagramofcalculating thebrakingcurvereversely 31 ; CRH2 300km/h 0km/h Matlab 4 [5] 3 s n = v2 n-1 -v 2 n v n-1 2a n v n a n s n v 1) v m Δv (m +1) (m+1) 2)(m +1) (m 4 CRH2 (m +1) Fig4 CRH2high?speedtrainbrakingcurves 3) (m+1) 4 m n Fig3 3 Theschematicdiagramoftestingthe brakingcurveforward 3 m

5 4 : 101 n m 500 m 100m 50m4 CRH2 3000m km/h 1 5 Tab1 Theinitialtrainspeedunderdiferentdistancesteps Fig5 Thebrakingcurvescalculatedwithdiferentsteps (m) (km/h) CRH2 Fig6 TheemergencybrakingdistancesofCRH2 high-speedtrainwithdiferentinitialspeeds h 1187 m 2000 m ; 160km/h m 1400m km 300 km : km/h 3700 m; CRH2 200km/h m; 160km/h m [6] 6 CRH km/h 2780m 300km/h 210km/h 3700m ; 200km/

6 km/h 100km/h 7 7 Fig7 Therelationshipbetweenspeedandvelocity inthebrakingproces 35 : CRH2 8 8 [1] CTCS-3 [M] 0 : 2009 [2] CRH2-300 [D] : 2010 [3] CTCS-2 [J] 2010(6):37-39 [4] CTCS-3 [D] : 2010 [5] ATP [J] : (2): [6] [M] : CTCS Fig8 Therelationshipbetweentheinitialbrakespeed andthebrakingdistance 300km/h

7 4 : 103 TheCalculationandVerificationoftheHighSpeedTrainBrakingCurve ZHANG You-bing ZHANGBo (BeijingNationalRailwayResearch & DesignInstituteofSignal& CommunicationCoLtdBeijing100073China;) Abstract:InCTCS-3traincontrolsystemtheon-boardequipmentusesthetargetdistanceandcontinuous speedcontrolmodetocontrolthetraininordertoensurethetrainsafety theon-boardequipmentmust calculatethebrakingcurvebasedonthemovementauthorityandadjustthetrainspeedinrealtimeinthis papertheforceswhichareappliedtothetrainareanalyzedandthecalculation methodofdeceleration whenthetrainisbrakingisgiventhetrainbrakingcurvesarecalculatedbyusingforwardandreverseit- erativemethodsthemethodsofcalculatingthetrainbrakingcurveareprovedtobecorrectintheprocess ofreverselyanditerativelycalculatingthebrakingcurvenarrowingthedistancestepcanimprovetheaccu- racyofthebrakingcurveselectingtheappropriatedistancelengthnotonlycanensuretheaccuracyofthe brakingcurvebutalsocanmeetthetimelinessofcalculatingthebrakingcurveandthesimulationresult provesthattheemergencybrakingdistanceofcrh2high-speedtrainsis2780mthemaxnormalbraking distanceis4628 miftheinitialspeedofthetrainis300km/handthetrainisrunningontheflatand straightlinetheseresultscomply withthestateregulationstherelationshipbetweenthedeceleration andthespeedduringthetrainbrakingisanalyzedinthispapermoreovertherelationshipbetweentheini- tialbrakingspeedandthebrakingdistanceisanalyzedinthispapertheresultshowsthatthegreaterthe initialbrakingspeedthelongerthebrakingdistanceandthebrakingdistancewilincreasenonlinearly Keywords:ChineseTrainControlSystem(CTCS);emergencybrake;maxnormalbrake;brakingcurve

.., + +, +, +, +, +, +,! # # % ( % ( / 0!% ( %! %! % # (!) %!%! # (!!# % ) # (!! # )! % +,! ) ) &.. 1. # % 1 ) 2 % 2 1 #% %! ( & # +! %, %. #( # ( 1 (

! # %! % &! # %#!! #! %!% &! # (!! # )! %!! ) &!! +!( ), ( .., + +, +, +, +, +, +,! # # % ( % ( / 0!% ( %! %! % # (!) %!%! # (!!# % ) # (!! # )! % +,! ) ) &.. 1. # % 1 ) 2 % 2 1 #% %! ( & # +! %, %. #(