首页 | 本学科首页   官方微博 | 高级检索  
文章检索
  按 检索   检索词:      
出版年份:   被引次数:   他引次数: 提示:输入*表示无穷大
  收费全文   3篇
  完全免费   1篇
  机械仪表   4篇
  2020年   1篇
  2014年   2篇
  2011年   1篇
排序方式: 共有4条查询结果,搜索用时 17 毫秒
1
1.
傅怡旻  郭其一 《机电工程》2014,31(9):1222-1225
针对解决列车运输能力局限性的问题,对开行万吨重载列车进行了研究.通过建立列车纵向力模型,主要考虑车钩间隙与空气阻力两个影响因素,利用Matlab仿真的方法研究了车钩的受力情况与规律;在仿真的结果上对重载列车的同步控制性能进行了评价,引入了Markov策略以优化同步无线传输性能;结合1+1+1万吨列车的实际试验结果与数据,比较了仿真模拟结果与试验值,研究结果表明,两者基本上吻合,在实际运行线路中加入优化策略是可行的,能够实现对同步控制性能大幅度地优化,为进一步优化长大重载列车的同步控制性能奠定了基础.  相似文献
2.
孟宪全  池茂儒  杨飞  郭文浩 《机械》2011,38(10):1-4
车钩缓冲装置传递车辆之间的纵向作用力并缓和车辆之间的冲击力,对于改善车辆受力状况和运行性能具有非常重要的意义。利用空气制动仿真系统与三维空间耦合动力学仿真系统联合仿真,将普通车钩与拉杆式车钩进行编组,分析了列车分别由以下三种情况下连接的纵向车钩力:普通车钩、普通车钩与拉杆式车钩组合、拉杆式车钩。对比三种编组,提出一种相对合理的方案。计算结果表明,列车在普通车钩与拉杆式车钩混合编组连接下的动力学性能较好。  相似文献
3.
为了明确重载列车对朔黄铁路的适应性,利用“斜楔 弹簧”简化方法建立了摩擦式缓冲器模型。模型仿真与实测数据的对比结果具有较高的一致性,表明该缓冲器模型可有效模拟缓冲器动态行为。基于实验数据拟合得到的经验公式,建立了列车空气制动模型并验证了模型的正确性。通过动力学仿真的方法,分析了重载列车在朔黄铁路上运行的全程车钩力,并研究了列车在坡道上的纵向动力学特性。结果表明:几次较大车钩力发生时,列车均位于下凹型变坡道上;列车在变坡道紧急制动的最大车钩力大于平直道。理论计算表明,变坡道也会引起车钩压力,是造成纵向冲动变大的原因,坡度差越大产生的车钩力越大,且和列车制动的位置有关。对不同坡度组合的变坡道进行列车制动仿真,验证了纵向冲动是列车制动不同步及坡道共同作用的结果,两部分产生的车钩压力叠加可得到列车在变坡道上制动产生的车钩力。  相似文献
4.
Published studies in regard to coupler systems have been mainly focused on the manufacturing process or coupler strength issues. With the ever increasing of tonnage and length of heavy haul trains, lateral in-train forces generated by longitudinal in-train forces and coupler rotations have become a more and more significant safety issue for heavy haul train operations. Derailments caused by excessive lateral in-train forces are frequently reported. This article studies two typical coupler systems used on heavy haul locomotives. Their structures and stabilizing mechanism are analyzed before the corresponding models are developed. Coupler systems models are featured by two distinct stabilizing mechanism models and draft gear models with hysteresis considered. A model set which consists of four locomotives and three coupler systems is developed to study the rotational behavior of different coupler systems and their implications for locomotive dynamics. Simulated results indicate that when the locomotives are equipped with the type B coupler system, locomotives can meet the dynamics standard on tangent tracks; while the dynamics performance on curved tracks is very poor. The maximum longitudinal in-train force for locomotives equipped with the type B coupler system is 2000 kN. Simulations revealed a distinct trend for the type A coupler system. Locomotive dynamics are poorer for the type A case when locomotives are running on tangent tracks, while the dynamics are better for the type A case when locomotives are running on curved tracks. Theoretical studies and simulations carried out in this article suggest that a combination of the two types of stabilizing mechanism can result in a good design which can significantly decrease the relevant derailments.  相似文献
1
设为首页 | 免责声明 | 关于勤云 | 加入收藏

Copyright©北京勤云科技发展有限公司  京ICP备09084417号