A simulation model of 3D coupling train system composed of 20 25T-type normal speed passenger vehicles was established using multi-body dynamics software UM. The coupler mechanism and the vehicle-side frictional damping were taken into consideration in this model. The simulation model was verified by field test data. A longitudinal dynamic simulation model of train was established using longitudinal dynamics simulation software (LDSS) developed by China Academy of Railway Sciences. The coupler force and train dynamic response were analyzed using the longitudinal dynamics model and the 3D coupling model. Results show that the tractive coupler force on convex slope was large,and the pressing coupler force on concave slope was large. For concave slope,the pressing coupler force had great influence on the response of vehicle dynamics if the train was downhill. The dynamic performance of the train at 160 km/h was significantly increased,and the ride comfort was worse on the concave slope with slope difference 30‰. When the speed is reduced to 120 km/h,the derailment coefficient,load reduction rate,lateral and vertical vibration of vehicle should reduce by about 25%.%应用多体动力学软件UM建立了20辆编组的25T型普速客车三维耦合列车系统动力学仿真模型,考虑了车钩缓冲装置及车端摩擦阻尼,通过线路试验数据对仿真模型进行验证.应用铁科院自主研制的列车纵向动力学仿真软件建立25T型普速客车的纵向动力学仿真模型.通过列车纵向动力学仿真模型和三维耦合列车系统动力学仿真模型的联合求解计算,分析列车通过客运专线相邻坡段坡度差较大的变坡点时车钩力、车辆动力学响应的变化.研究结果表明:凸形变坡的纵向拉钩力大,凹形变坡的纵向压钩力大.对于凹形变坡线路,下坡制动产生较大的纵向压钩力对车辆动力学响应影响较大.对于坡度差30‰的凹形变坡线路,列车以160 km/h通过变坡点时的动力学性能指标明显增大,乘坐舒适性较差;当运行速度减小到120 km/h时,车辆的脱轨系数、轮重减载率、车体横向振动加速度和垂向振动加速度均减小约25%.
展开▼
