时速200公里电力机车车体结构优化设计
摘要
本文是根据《200km/h机车车体结构计算》的课题项目延伸而来。
现代干线机车随着机车功率的增大,机车重量逐步增加。但由于受到路基、桥梁和钢轨等条件限制,机车的轴重不能太大,同时由于受线路曲线半径和机车本身结构的限制,机车的轴数也不能太多。我国现阶段铁路机车的轴重一般在23吨左右,轴数一般为4轴和6轴。而对于时速超过200km的高速机车,则对轴重的限制更加严格,一般要求其轴重限制在20～21t以下,因此必须采取适当措施减轻重量,同时高速机车多数情况下采用4轴机车。
为了满足我国高速铁路发展的需要,提高我国电力机车的技术水平,缩短同世界先进机车制造水平的差距,我国主要机车制造工厂已于2006年开始进行时速200km电力机车的研制。
本文结合某型时速200km电力机车车体实际设计结构,主要做了以下几个方面的工作:
1.利用已有的GUI方式建立的机车车体有限元模型,提取该模型中的数据,通过编写针对这些数据的数据处理程序,处理提取出来的数据,对处理后的数据进行组合,建立可以进行优化分析的车体有限元计算模型。
2.针对机车车体设计中的强度考核工况,对车体进行了全面的减重优化分析,以合理化的板厚尺寸,尽量减轻车体重量。并分别对优化前后的车体进行了多工况的静强度分析验证比较和模态分析验证比较,对机车车体的减重机理进行了探讨。
3.分析了上下弦梁刚度对机车车体结构强度的影响。
本文对机车车体设计问题进行了探讨,并针对具体的机车车体进行了优化计算,得到了满意的结果:在满足强度和刚度要求的情况下,机车车体重量可由原来的13113kg减少到11137kg(减重15.07%),这个结果可以直接应用到该型机车车体的设计中。文中建立优化计算模型的方法可以节省建模的时间,也可以在具体的机车车辆的车体优化设计中得到借鉴和应用。另外,通过分析上、下弦梁刚度对机车车体结构强度的影响,得到如下结论:下弦梁的刚度对机车车体结构强度的影响较大,而上弦梁刚度对机车车体强度的影响很小。
This thesis is based on the project of the car-body structure calculation of the 200km/h locomotive.
As the locomotive power increasing, the weight of the modern main line locomotive is growing. the axle weight of locomotive is not very large because of the limit of roadbed、bridge、rail and so on. At the same time, the number of axles of the locomotive is always few, because of the limit of the curve radius of lines and the structure of locomotive itself. At the present stage, the axle weight of locomotive is usually about 23 ton in our country, the number of axles is always four or six. If the speed of a high-speed locomotive exceeds 200km/h. and the limit of axle weight is even stricter,generally, axle weight is limited below 20 to 21 ton. The weight must be reduced by some way at At the same time, the axle number of a high-speed locomotive is always four.
In order to meet the needs of the high-speed rail's development, enhancing the technique level of electric locomotive in our country and narrowing the gap between the world class, the research of 200km/h electric locomotive is carried out by some primary locomotive manufacturing works in 2006.
This thesis combines some actual car-body structure of the 200km/h electric locomotive, and do some work below.
1. The data is extracted from finite element model of the locomotive car-body which was built by the way of GUI. By making programmer for the data and integrating the processed data, car-body model which can be used to optimize computing will be built up.
2. In view of the work conditions of the strength check in the locomotive car-body design, a thorough optimization analysis had been carried out to reduce the weight of the car-body to the minimum with reasonable plate thickness. By analyzing and comparing the results from a series of static strength test and modal test about the original and the optimized car-body under different work conditions, finally I come to the principles of weight reduction of the car-body.
3. I analyzed the stiffness of the upper and lower chord beam affecting the strength of locomotive car-body structure.
This thesis looks into the problem of locomotive car-body design, and makes optimization calculation on specific locomotive car-body, gets satisfactory results that the weight of the locomotive car-body is reduced from the original 13113kg to 11137kg (reduced 15.07%) which can be applied to the design of the particular locomotive car-body. Besides that, the method of building up the optimization calculation model will save the time of setting up it and can be referred and applied in optimization design of specific locomotive car-body. In addition, analyzed the stiffness of the upper and lower chord beam affecting the strength of locomotive car-body structure, get some results that the effect of the stiffness of the upper chord beam to the strength of locomotive car-body structure is great and the lower chord beam to the strength of locomotive car-body structure is small.
现代干线机车随着机车功率的增大,机车重量逐步增加。但由于受到路基、桥梁和钢轨等条件限制,机车的轴重不能太大,同时由于受线路曲线半径和机车本身结构的限制,机车的轴数也不能太多。我国现阶段铁路机车的轴重一般在23吨左右,轴数一般为4轴和6轴。而对于时速超过200km的高速机车,则对轴重的限制更加严格,一般要求其轴重限制在20～21t以下,因此必须采取适当措施减轻重量,同时高速机车多数情况下采用4轴机车。
为了满足我国高速铁路发展的需要,提高我国电力机车的技术水平,缩短同世界先进机车制造水平的差距,我国主要机车制造工厂已于2006年开始进行时速200km电力机车的研制。
本文结合某型时速200km电力机车车体实际设计结构,主要做了以下几个方面的工作:
1.利用已有的GUI方式建立的机车车体有限元模型,提取该模型中的数据,通过编写针对这些数据的数据处理程序,处理提取出来的数据,对处理后的数据进行组合,建立可以进行优化分析的车体有限元计算模型。
2.针对机车车体设计中的强度考核工况,对车体进行了全面的减重优化分析,以合理化的板厚尺寸,尽量减轻车体重量。并分别对优化前后的车体进行了多工况的静强度分析验证比较和模态分析验证比较,对机车车体的减重机理进行了探讨。
3.分析了上下弦梁刚度对机车车体结构强度的影响。
本文对机车车体设计问题进行了探讨,并针对具体的机车车体进行了优化计算,得到了满意的结果:在满足强度和刚度要求的情况下,机车车体重量可由原来的13113kg减少到11137kg(减重15.07%),这个结果可以直接应用到该型机车车体的设计中。文中建立优化计算模型的方法可以节省建模的时间,也可以在具体的机车车辆的车体优化设计中得到借鉴和应用。另外,通过分析上、下弦梁刚度对机车车体结构强度的影响,得到如下结论:下弦梁的刚度对机车车体结构强度的影响较大,而上弦梁刚度对机车车体强度的影响很小。
This thesis is based on the project of the car-body structure calculation of the 200km/h locomotive.
As the locomotive power increasing, the weight of the modern main line locomotive is growing. the axle weight of locomotive is not very large because of the limit of roadbed、bridge、rail and so on. At the same time, the number of axles of the locomotive is always few, because of the limit of the curve radius of lines and the structure of locomotive itself. At the present stage, the axle weight of locomotive is usually about 23 ton in our country, the number of axles is always four or six. If the speed of a high-speed locomotive exceeds 200km/h. and the limit of axle weight is even stricter,generally, axle weight is limited below 20 to 21 ton. The weight must be reduced by some way at At the same time, the axle number of a high-speed locomotive is always four.
In order to meet the needs of the high-speed rail's development, enhancing the technique level of electric locomotive in our country and narrowing the gap between the world class, the research of 200km/h electric locomotive is carried out by some primary locomotive manufacturing works in 2006.
This thesis combines some actual car-body structure of the 200km/h electric locomotive, and do some work below.
1. The data is extracted from finite element model of the locomotive car-body which was built by the way of GUI. By making programmer for the data and integrating the processed data, car-body model which can be used to optimize computing will be built up.
2. In view of the work conditions of the strength check in the locomotive car-body design, a thorough optimization analysis had been carried out to reduce the weight of the car-body to the minimum with reasonable plate thickness. By analyzing and comparing the results from a series of static strength test and modal test about the original and the optimized car-body under different work conditions, finally I come to the principles of weight reduction of the car-body.
3. I analyzed the stiffness of the upper and lower chord beam affecting the strength of locomotive car-body structure.
This thesis looks into the problem of locomotive car-body design, and makes optimization calculation on specific locomotive car-body, gets satisfactory results that the weight of the locomotive car-body is reduced from the original 13113kg to 11137kg (reduced 15.07%) which can be applied to the design of the particular locomotive car-body. Besides that, the method of building up the optimization calculation model will save the time of setting up it and can be referred and applied in optimization design of specific locomotive car-body. In addition, analyzed the stiffness of the upper and lower chord beam affecting the strength of locomotive car-body structure, get some results that the effect of the stiffness of the upper chord beam to the strength of locomotive car-body structure is great and the lower chord beam to the strength of locomotive car-body structure is small.
引文
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