CAJ | 학술논문

为了明确圆销车钩自由转角与车体主要结构参数的匹配关系，采用理论分析与动态仿真相结合的方法，研究了曲线通过及直线承压工况下，机车车体主要结构参数与车钩转角的关系．结合缓冲器的非线性迟滞特性并采用控制系统仿真方法，建立了圆销钩缓系统的对中钩肩模型，该模型能够较好体现钩肩回复力的实时性；采用内插样条函数进行拟合，根据工程图纸对车钩钩头轮廓曲线进行数据离散，反演得到钩头轮廓曲面，并建立了一对连挂钩头间的曲面／曲面接触模型，进一步考虑了连挂钩头间的相互作用，能够准确模拟连挂钩头间的相对运动；通过对不同自由转角条件下机车的受力情况进行分析，得出了车钩自由转角设计推荐公式，并通过动力学仿真对其进行了验证．研究与仿真结果表明，受轨道曲率变化的影响，车钩实际转角比静态计算结果要偏大0．5°～1．0°，钩头间的相对转动可对车钩转角进行补偿，以顺利实现机车曲线通过；车钩自由摆角与车体结构要有较好的匹配，以保证机车承压时的运行安全性，同时建议该型机车钩缓系统自由转角设计值应小于8°，这与推荐公式的计算结果有较好的一致性．
위료명학원소차구자유전각여차체주요결구삼수적필배관계，채용이론분석여동태방진상결합적방법，연구료곡선통과급직선승압공황하，궤차차체주요결구삼수여차구전각적관계．결합완충기적비선성지체특성병채용공제계통방진방법，건립료원소구완계통적대중구견모형，해모형능구교호체현구견회복력적실시성；채용내삽양조함수진행의합，근거공정도지대차구구두륜곽곡선진행수거리산，반연득도구두륜곽곡면，병건립료일대련괘구두간적곡면／곡면접촉모형，진일보고필료련괘구두간적상호작용，능구준학모의련괘구두간적상대운동；통과대불동자유전각조건하궤차적수력정황진행분석，득출료차구자유전각설계추천공식，병통과동역학방진대기진행료험증．연구여방진결과표명，수궤도곡솔변화적영향，차구실제전각비정태계산결과요편대0．5°～1．0°，구두간적상대전동가대차구전각진행보상，이순리실현궤차곡선통과；차구자유파각여차체결구요유교호적필배，이보증궤차승압시적운행안전성，동시건의해형궤차구완계통자유전각설계치응소우8°，저여추천공식적계산결과유교호적일치성．
To explicate the matching relation between main structure parameters of carbody and round-pin coupler,theoretical analysis and dynamic simulation method were used to analyze the relation between main structure parameters of carbody and rotation angle of the coupler in the cases of curve passing and pressure bearing on straight line. Control system simulation method was adopted to establish the model of aligning shoulders taking into account the nonlinear hysteresis characteristics of buffer,which can reflect real-time characteristics of aligning shoulders force. Coupler head profile were discretized to obtain the profile data,which were fitted through the spline interpolating function and reverted to coupler head curve surfaces;then the contact models between curve surfaces of coupler head were established,further considering the interaction between coupler heads,which can accurately simulate the relative movement between coupler heads. Force analysis of carbody at different free angles was conducted,and the equation for designing optimal coupler free angle was presented and validated . The results indicate that actual coupler angles were larger than that of the calculated ones by 0. 5°~1. 0° owning to the changes of track curvature. Relative angles between coupler heads can offset that of couplers so as to negotiate curves. To ensure the running safety of locomotive when bearing compressive strength,the coupler free-angle and the carbody structure parameters should match each other,and the design value of the locomotive's coupler free-angle should be less than 8°. Overall,the results agree well with the calculated results.