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针对我国2C0轴式提速机车转向架横向动力学性能较差的问题,提出新的2种端轴驱动装置弹性架悬方案:中间轴采用驱动装置刚性架悬、两端轴在电机端采用吊杆悬挂的电机端弹性架悬方式;中间轴采用驱动装置刚性架悬、两端轴在电机悬臂端为2点悬挂并通过吊杆悬挂在构架端梁上的悬臂端弹性架悬方式。采用多刚体动力学软件SIMPACK建立2C0轴式刚性和弹性架悬机车的动力学模型,比较电机端弹性架悬方式、悬臂端弹性架悬方式和各轴电机均采用驱动装置刚性架悬的既有架悬方式下的机车动力学性能。分析结果表明:与既有架悬方式相比,采用端轴驱动装置弹性架悬方案可以显著降低机车直线运行的轮轴横向力,改善机车通过大、中半径曲线的横向性能,提高平稳性;在2种端轴驱动装置弹性架悬方案中,电机端弹性架悬方式优于悬臂端弹性架悬方式,前者的非线性直线运行临界速度比后者和既有架悬方式有较大提高。
Aiming at the poor transverse dynamic performance of bogies on 2C0 axle-type speed-raised locomotive in our country, two kinds of flexible overhead suspension solutions are put forward: the middle axle adopts rigid frame suspension of drive device, both ends of shaft adopt boom Suspension of the motor-side flexible suspension system; the middle shaft rigid frame drive suspension, both ends of the shaft at the motor cantilever hanging 2:00 and suspend through the suspension boom on the end frame of the cantilever-side flexible overhead suspension. The multi-body dynamics software SIMPACK was used to establish the dynamic model of 2C0-axis rigid and elastic frame-suspended vehicle. Compared with the elastic frame-suspension method of the motor end, the cantilever- Dynamic Performance of Locomotive under Overhead Suspension. The analysis results show that compared with the existing overhead suspension system, the flexible overhead suspension system with end drive can significantly reduce the lateral force of the locomotive running linearly and improve the lateral performance of the locomotive passing the large and medium radius curves. At the same time, In the two types of end-axis drive elastic suspension solutions, the motor-end flexible suspension mode is superior to the cantilever-side flexible suspension mode, and the former nonlinear linear operation critical speed is greatly improved compared with the latter and the existing suspension mode.