31 4 2012 8 JournalofLanzhouJiaotongUniversity Vol31No4 Aug2012 :1001-4373(2012)04-0097-07 * 张友兵 张 波 ( 100073) : 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 1 11 1 * :2011-03-05 : ( 2009BAG12A08) : (1982-)
98 31 1 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
4 : 99 21 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)
100 31 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
4 : 101 n 32 1000 m 500 m 100m 50m4 CRH2 3000m 1 1 310 km/h 1 5 Tab1 Theinitialtrainspeedunderdiferentdistancesteps Fig5 Thebrakingcurvescalculatedwithdiferentsteps (m) (km/h) 1000 305 500 308 100 310 50 310 5 6 CRH2 Fig6 TheemergencybrakingdistancesofCRH2 high-speedtrainwithdiferentinitialspeeds h 1187 m 2000 m ; 160km/h 33 760m 1400m 2007 4 200km 300 km : 300 34 km/h 3700 m; CRH2 200km/h 7 2000m; 160km/h 7 1400m [6] 6 CRH2 7 300km/h 2780m 300km/h 210km/h 3700m ; 200km/
102 31 210km/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] : 200223(2):48-52 4 [6] [M] : CTCS-3 2008 8 Fig8 Therelationshipbetweentheinitialbrakespeed andthebrakingdistance 300km/h
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