共查询到19条相似文献，搜索用时 93 毫秒
1.
2.
胡建平 《石家庄铁路职业技术学院学报》2018,(1)
CRH3型动车组是我国为建高速客运专线向德国西门子引进技术开发出来早期主力车型。因技术新,国内无检修经验,目前存在检修无标准、检修困难等短板。CRH3主变压器,作为动车组的电力来源,基能否可靠运行,给列车提供电力显得尤为重要,本文分别从检修前准备工作、变压器主体、冷确单位、油箱等方面对CRH3主变压器的检修工作提出检修标准。对CRH3的日常检修工作有着一定的引导作用。 相似文献
3.
4.
铁路列车发电机作为重要的列车车栽发电设备,其安全性、稳定性备受关注.采用三星32位微处理芯片S3C2440及电力线通信调制解调芯片LME2200C设计铁路列车发电机集中监测系统,实时收集各车厢发电机运行状态数据,并显示报警,使检修人员直接掌握整辆列车发电机运行状况,及时做出针对性检修,有效增加列车行驶的安全性并节省人力. 相似文献
5.
高速列车的"门槛"是指列车最高时速达到或超过200公里。高速列车跑得快,既需要有大功率的牵引动力,也要求列车又轻又稳。由于列车阻力与速度相关,所以要采用流线型车体等一系列减少阻力的措施。另外,列车还要能及时停下来,因此高速列车不像普通列车那样依靠闸瓦与车轮摩擦来制动,而要采用先进的综合制动手段。 相似文献
6.
高速列车的＂门槛＂是指列车最高时速达到或超过200公里。高速列车跑得快,既需要有大功率的牵引动力,也要求列车又轻又稳。由于列车阻力与速度相关,所以要采用流线型车体等一系列减少阻力的措施。另外,列车还要能及时停下来,因此高速列车不像普通列车那样依靠闸瓦与车轮摩擦来制动,而要采用先进的综合制动手段。 相似文献
7.
Liang LING Xin-biao XIAO Jia-yang XIONG Li ZHOU Ze-feng WEN Xue-song JIN 《浙江大学学报(A卷英文版)》2014,(12):964-983
研究目的：基于车辆-轨道耦合动力学理论分析方法,建立一种高速列车-轨道三维耦合动力学模型,并明确列车-轨道耦合模型与单节车辆-轨道耦合模型在高速列车-车九道耦合动力学性能分析中的差异。创新要点：建立一种高速列车-轨道三维耦合动力学模型,模型中考虑列车的纵向动力学行为以及车间连接装置对列车中不同车辆动态响应的影响,并基本明确完善的列车-轨道耦合模型在高速列车-轨道耦合动力学性能分析中的重要性。重要结论：单节车辆-轨道耦合模型会过高地估计高速列车在运营过程中的振动响应和动力学性能指标,而完善的列车-轨道耦合动力学模型的计算结果则更加接近实际情况。 相似文献
8.
刘立月 《实验室研究与探索》2011,30(10):46-48,52
从国内外列控系统发展出发,比较分析了各种列车定位技术优缺点,结合高速列车定位趋势,剖析组合定位及GNSS导航特点。在此基础上,提出基于GNSS的高速列车组合定位方案,并对其可靠性、精确性、完整性等关键问题进行了探讨,为高速列车控制过程建模与优化探索新的途径。 相似文献
9.
王利锋 《西安铁路职业技术学院学报》2008,(1)
防滑器是高速列车的重要设备之一,防滑器的性能直接影响高速列车的安全性和舒适性,本文研究了列车防滑器的关键技术,并进行了模块化设计,进一步研究了实现技术。 相似文献
10.
一踏进长沙铁道学院,扑面而来的是一股清新而又浓郁的文化气息。登上造型新颖的１４层教学大楼,迎面一座具有流线形造型的别样建筑吸引了我们。一打听,才知道这是世界上仅英国才有类似设备的“列车气功性能及撞击模拟动模型试验装置”。怀着好奇,我们走进了拥有这一试验装置的长沙铁道学院高速列车研究中心。 发展高速列车,是当今我国铁路建设的一个重要方向。２０世纪９０年代初,长沙铁道学院与西南交通大学最早参与高速列车的前期研究。近十年来,长沙铁道学院高速列车研究中心已发展成为我国高速列车空气动力学试验研究基地,他们… 相似文献
11.
霍玉春 《河北能源职业技术学院学报》2008,8(4):59-60
改革传统的检修制度,实施状态检修制度是设备管理的一场重大变革,它不仅仅有利于企业的安全生产,降低检修费用,提高设备利用率和企业自身效益,更重要的是有利于培养生产技术管理人员运用科学的思维,正确的观点和方法分析问题,有利于培养尊重实践,实事求是的工作作风和敢于实践,敢于开拓创新的精神。 相似文献
12.
When aerodynamic braking works, the braking wings can change the flow field around the train, which may impact on the comfort
and safety. Based on a sliding mesh, the pressure wave and flow field around high-speed trains with aerodynamic braking are
analyzed. By comparing three typical intersection situations, the pressure wave of a high-speed train during braking (with
or without aerodynamic braking) is studied. The analyses indicate that the pressure wave around the high-speed train body
will change while using the aerodynamic braking, causing several pressure pulses on the surface of crossing high-speed trains.
The distances between the pressure pulses are equal to the longitudinal distances of the brake wings, but the magnitudes of
the fluctuations are less than those induced by the head of crossing trains. During the crossing, a train without aerodynamic
braking will not impact the crossing train. 相似文献
13.
Aerodynamic forces and dynamic performances of railway vehicles are coupled and affected by each other. On the one hand, aerodynamic forces change the displacements of a train. On the other hand, displacements affect aerodynamic forces. Based on vehicle-track coupling dynamics and aerodynamics, a numerical approach to the interaction between airflow and a high-speed train is presented in this paper. Aerodynamic forces and dynamic performances of a high-speed train subjected to crosswind were numerically simulated. Results showed that the interaction between airflow and a high-speed train has a significant influence on displacements and aerodynamic forces of the head coach. Therefore, it is necessary to consider the interaction between airflow and a high-speed train subjected to crosswind. 相似文献
14.
With the continuous improvement of the train speed, the dynamic environment of trains turns out to be aerodynamic domination. Solving the aerodynamic problems has become one of the key factors of the high-speed train head design. Given that the aerodynamic drag is a significant factor that restrains train speed and energy conservation, reducing the aerodynamic drag is thus an important consideration of the high-speed train head design. However, the reduction of the aerodynamic drag may increase other aerodynamic forces （moments）, possibly deteriorating the operational safety of the train. The multi-objective optimization design method of the high-speed train head was proposed in this paper, and the aerodynamic drag and load reduction factor were set to be optimization objectives. The automatic multi-objective optimization design of the high-speed train head can be achieved by integrating a series of procedures into the multi-objective optimization algorithm, such as the establishment of 3D parametric model, the aerodynamic mesh generation, the calculation of the flow field around the train, and the vehicle system dynamics. The correlation between the optimization objectives and optimization variables was analyzed to obtain the most important optimization variables, and a further analysis of the nonlinear relationship between the key optimization variables and the optimization objec- tives was obtained. After optimization, the aerodynamic drag of optimized train was reduced by up to 4.15%, and the load re- duction factor was reduced by up to 1.72%. 相似文献
15.
With the development of high-speed train, it is considerably concerned about the aerodynamic characteristics and operation
safety issues of the high-speed train under extreme weather conditions. The aerodynamic performance of a high-speed train
under heavy rain and strong crosswind conditions are modeled using the Eulerian two-phase model in this paper. The impact
of heavy rainfall on train aerodynamics is investigated, coupling heavy rain and a strong crosswind. Results show that the
lift force, side force, and rolling moment of the train increase significantly with wind speed up to 40 m/s under a rainfall
rate of 60 mm/h. when considering the rain and wind conditions. The increases of the lift force, side force, and rolling moment
may deteriorate the train operating safety and cause the train to overturn. A quasi-static stability analysis based on the
moment balance is used to determine the limit safety speed of a train under different rain and wind levels. The results can
provide a frame of reference for the train safe operation under strong rain and crosswind conditions. 相似文献
16.
A high-speed train-track coupling dynamic model is used to investigate the dynamic behavior of a high-speed train operating on a curved track with failed fasteners. The model considers a high-speed train consisting of eight vehicles coupled with a ballasted track. The vehicle is modeled as a multi-body system, and the rail is modeled with a Timoshenko beam resting on the discrete sleepers. The vehicle model considers the effect of the end connections of the neighboring vehicles on the dynamic behavior. The track model takes into account the lateral, vertical, and torsional deformations of the rails and the effect of the discrete sleeper support on the coupling dynamics of the vehicles and the track. The sleepers are assumed to move backward at a constant speed to simulate the vehicle running along the track at the same speed. The train model couples with the track model by using a Hertzian contact model for the wheel/rail normal force calculation, and the nonlinear creep theory by Shen et al. (1984) is used for wheel/rail tangent force calculation. In the analysis, a curved track of 7000-m radius with failed fasteners is selected, and the effects of train operational speed and the number of failed fasteners on the dynamic behaviors of the train and the track are investigated in detail. Furthermore, the wheel/rail forces and derailment coefficient and the wheelset loading reduction are analyzed when the high-speed train passes over the curved track with the different number of continuously failed fasteners at different operational speeds. Through the detailed numerical analysis, it is found that the high-speed train can operate normally on the curved track of 7000-m radius at the speeds of 200 km/h to 350 km/h. 相似文献
17.
The China’s high-speed railway is experiencing a rapid growth. Its operating mileage and the number of operating trains will
exceed 45 000 km and 1500 trains by 2015, respectively. During the long range and constant high-speed operation, the high-speed
trains have extremely complex and varied work conditions. Such a situation creates a huge demand for high-speed train on-board
monitoring. In this paper, architecture for high-speed train on-board monitoring sensor network is proposed. This architecture
is designed to achieve the goals of reliable sensing, scalable data transporting, and easy management. The three design goals
are realized separately. The reliable sensing is achieved by deploying redundant sensor nodes in the same components. Then
a hierarchal transporting scheme is involved to meet the second goal. Finally, an electronic-tag based addressing method is
introduced to solve the management problem. 相似文献
18.
An online experiment to acquire the interior noise of a China Railways High-speed (CRH) train showed that it was mainly composed of middle-low frequency components and could not be described properly by linear or A-weighted sound pressure level (SPL). Thus, the appropriate way to evaluate the high-speed train interior noise is to use sound quality parameters, and the most important is loudness. To overcome the disadvantages of the existing loudness algorithms, a novel signal-adaptive Moore loudness algorithm (AMLA) based on the equivalent rectangular bandwidth (ERB) spectrum was introduced. The validation reveals that AMLA can obtain higher accuracy and efficiency, and the simulated dark red noise conforms best to the high-speed train interior noise by loudness and auditory assessment. The main loudness component of the interior noise is below 27.6 ERB rate (erbr), and the sound quality of the interior noise is relatively stable between 300–350 km/h. The specific loudness components among 12–15 erbr stay invariable throughout the acceleration or deceleration process while components among 20–27 erbr are evidently speed related. The unusual random noise is effectively identified, which indicates that AMLA is an appropriate method for sound quality assessment of the high-speed train under both steady and transient conditions. 相似文献
19.
高速铁路站台安全门对乘客的安全性和舒适性起到了很大的作用,但如何合理设置安全门的高度及位置,目前国内尚无相关的理论支持和原始数据的积累.针对以上问题,通过实测高速列车以2种不同的速度通过站台时的风速(影响乘客候车的安全性)和噪声值(影响乘客乘坐舒适性),并将测试数据与相关标准进行对比,提出了安全门的高度应当高于人耳的高度即高于1.5m,对高速列车站台的安全性和舒适性都有较大的改善,为今后高速铁路站台安全门设计提供了参考. 相似文献