(完整word版)動力分散與動力集中特點比較20121119

1、動力集中與動力分散動車組特點比較（伊朗項目材料） Comparison between EMUs with Centralized and Distributed Power 目前，高速動車組按牽引動力和驅(qū)動設(shè)備的配置方型分類有兩種：動力 分散型和動力集中型。 At prese nt, the high-speed EMUs can be divided as per power con figurati on into two categories - power-distributed EMU and power-ce ntralized EMU. 動力集中型動車組是將大部分機械和電氣設(shè)備

2、集中安裝在位于列車兩 端的動力車即機車上，機車的動力轉(zhuǎn)向架上裝有牽引電機，驅(qū)動輪對牽引列 車運行。中間客車沒有動力，由機車牽引。機車不載客，客車載客。編組一 般為機車+拖車形型，示意圖如下： As for power-centralized EMU, most of its mechanical and electrical equipment are mounted in the motor cars, i.e. locomotives, at the two ends, and the bogies of the locomotives are equipped with tracti o

3、n motors which drive the train from wheelsets. The in termediate cars are not motored, but hauled by locomotives. The locomotives do not carry any passe ngersbut the in termediate cars do. The compositi on of such EMU gen erally adopts the mode of locomotive+trailer, as show n below: 機車 拖車 1 拖車 2 拖車

4、 3 拖車 4 拖車 5 Loco. Trailer 1 Trailer 2 Trailer 3 Trailer 4 Trailer 5 注：表示動力軸， 表示非動力軸，下同。 Note: sta nds for motor axle and for trailer axle, same below. 動力分散型動車組是指將大部分機械和電氣設(shè)備吊掛安裝在車輛地板 F面，牽引電機安裝在列車的全部或部分轉(zhuǎn)向架上，使全部或部分輪對成為 列車的驅(qū)動源，列車的全部車廂都可載客。 As for power-distributed EMU, most of its mechanical and electr

5、ical equipme nt are moun ted below the deck and the tracti on motors moun ted on all or parts of the bogies making all or part of the wheelsets the driv ing source, and all the cars are able to carry passe ngers. 1 1 1 1 1 1 - WW - - W 9 V - - 全部為動力車 All motor cars 部分為動力車 Partly motor cars 動力集中和動力分散

6、動車組特點比較 Comparis on betwee n Features of EMUs with Cen tralized and Distributed Power 序號 S/N 內(nèi)容 Contents 動力分散動車組 Power-Distributed EMU 動力集中動車組 Power-Ce ntralized EMU 1 編組 Composition 通常為固定編組，不可隨意增減 車輛數(shù)量，但可以采取2列聯(lián)掛 方型，動車與拖車同步增加或減 少，不會造成過載或欠載。 Composition usually fixed and in crease or decrease of cars

7、 not permissible, yet pair operati on 可任意加減拖車的數(shù)量，編組靈 活。加減車廂后牽引力不變（因 為動車數(shù)量不變），但阻力變化， 易造成過載從而達不到原疋速 度，或欠載造成功率浪費。 Flexible compositi on, in crease or decrease of cars not permissible. fun cti on available, which maintains the porti on betwee n motor and trailer cars and thus avoid un der load or over l

8、oad. 列車的牽引動力可以分散設(shè)置， 按需要增減動軸，使列車總功率 不受機車功率所限制。 Tract ion power source can be distributed and in crease or decrease of motor axles as per dema nds possible, i.e. total power of EMU not restra ined by that of locomotives. 在兩端都有駕駛室，可雙向行 駛，省卻調(diào)車的時間，同時減少 車務(wù)人員的工作及提高安全。 Cab available at both ends and bidirec

9、t ional operati on can be realized, which reduces time for shunting, releasing working load and impro ving safety of service pers onn el. 最大軸重輕，對軌道沖擊小。高 速情況下最大軸重對軌道的破 壞作用遠遠大于平均軸重，這也 是為什么越是咼速的列車越趨 向于使用分散技術(shù)的原因 Lower max. axle load and thus less impact to tracks. The destructive efforts of max. load un

10、 der high speed is much higher than that of average axle load, that is why more and more high-speed EMUs tend to adopt distributed power. 載客量較同等長度的動力集中 型動車組高約20%,可充分利用 Tracti on force not cha nged after in crease or decrease of cars (nu mber of motor cars un cha nged) yet the resista nee does, which

11、 easily leads to un satisfied speed due to over load or power waste due to un der load. 總功率受機車功率限制 Total power of train restra ined by that of locomotives 列車換向時需先把機車在一端脫 鉤后再移到另一端掛鉤，折返時 間長。 Locomotive n eeds to be decoupled from one end and coupled to ano ther end for bidirecti onal operatio n, which

12、 takes a Ion ger time for locomotive to reverse. 機車最大軸重大，高速運行下對 軌道沖擊大。 Max. axle load con tributed by locomotive, impos ing larger impact to tracks un der high speed. 機車不能載客。 Locomotive cannot carry動力配置 Power configuration 換向行駛 Bidirectional operation 軸重 Axle load 載客量 Passenger capacity 站臺長度。 啟動加速度

13、Starting Passe nger capacity 20% higher tha n power-ce ntralized EMU of same len gth and utilizatio n of platform len gth more adequate. 啟動加速度高，列車加速時間 短，更適合發(fā)車密度大、站間距 短的路線。 Higher starting acceleration and thus less accelerating time, suitable for lines with short headway and in ter-statio n dista ne

14、e. 整體粘著性好，在加速時不易產(chǎn) 生空轉(zhuǎn)（車輪的牽引力大于輪軌 間的粘著力，造成輪速異常上 升），加速更穩(wěn)定。 Lower starti ng accelerati on and thus more accelerating time, not suitable for lines with short headway and in ter-statio n dista nee. 集中動力車單軸粘著性能好于分 散動力車，但由于動軸數(shù)量少， 總的粘著性不如分散動力車，加 速時易產(chǎn)生空轉(zhuǎn)。 Better comprehe nsive adhesi on and less possibility

15、of slide （tract ion force of wheel larger than wheel-rail adhesi on force, thus leads to abno rmal in crease of wheel speed） duri ng accelerati on, thus more stable accelerati on. 列車從高速減速到40km/h （不 同的列車可能不同）的過程幾乎 不需要使用用空氣制動，速度再 降低空氣制動開始補充，充分利 用再生制動，將制動能量轉(zhuǎn)換為 電能反饋回電網(wǎng)，減少制動盤機 械磨耗和能源浪費。 Pn eumatic brake

16、almost unn ecessary whe n brak ing from high speed to 40km/h (may be differe nt for differe nt trai ns) and only applied if speed is to be further lowered. Rege nerative brake fully utilized, converting and feed ing brake en ergy back to cate nary to reduce disc wear and Adhesi on of in dividual axl

17、e better tha n that of power-distributed EMU, however, comprehe nsive adhesi on poor due to less nu mber of motor axle, higher possibility of slide duri ng accelerati on. 機車受粘著限制，不能充分發(fā)揮 動力制動的優(yōu)越性。大量拖車靠 制動盤的摩擦制動，導致制動盤 磨耗嚴重，既浪費材料又浪費能 源。 Locomotive not able to put into full place the adva ntages of dyn

18、amic brake as restrai ned by adhesi on, and rake largely depe n( on friction brake of trailer cars, which leads to severe disc wear, wasti ng both material and en ergy.passe 啟動加速度小，列車加速時間長, 不適合發(fā)車密度大、站間距短的 線路。 acceleration 輪軌粘著 Wheel-rail adhesion 再生制動 Regenerative brake 1 en ergy waste. 9 動力冗余 Power

19、 redundancy 即使有一、兩組電動機發(fā)生故 障，列車也能正常行駛。動力冗 余性咼，減少個別車輛故障而造 成機破救援。 Eve n if one or two sets of tract ion 機車故障即需要救援，動力冗余 性差。 Tow ing operati on n eeded in case of locomotive failure, poor power red undan cy. motors fail, operati on of EMU still no rmal. Higher power redu ndancy and less possibility of to

20、w ing operati on due to breakdow n of in dividual car. 10 縱向沖動 車輛間的作用力小，牽引、制動 時的縱向沖動小。 車輛間的作用力大，牽引、制動 時的縱向沖動大。 Longitudinal jerk Lower in teract ion betwee n cars and Ion gitudi nal impact duri ng tract ion and brake. Higher in teractio n betwee n cars and Ion gitud inal impact duri ng tracti on and

21、 brake. 11 線路適應性 Adaptability 線路適應力強。由于動軸多，所 以更能適應陡坡，最大80%o。 Higher adaptability to track. More 動軸少，線路最大坡度 30%。 Less motor axles, max. gradie nt 30%Qnly. to track adaptable to large gradie nt with more motor axles, max. gradie nt up to 80%. 12 全壽命周期 根據(jù)德國ICE2和ICE3動車組 成本LCC LCC LCC研究結(jié)論：動力分散比動力 集中低約10%

22、。 Accordi ng to LCC research of ICE3 and ICE3 by DB, LCC of power-distributed EMU is 10% lower tha n that of power-ce ntralized EMU. 13 檢修維護 Inspection and maintenance 由于電動機多并分散在各節(jié)動 力車，零部件維護較復雜， 維修 成本也較咼。 Tractio n motors distributed on motor cars, thus more complicated maintenance for compartme nts

23、 and parts and higher cost for it. 主要動力設(shè)備集中管理， 維護相 對簡單，維護成本相對較低。 Major power equipme nt cen trally man aged, thus relatively easier maintenance and lower cost for it. 14 振動噪音 動力設(shè)備分布在客車車下，車內(nèi) 動力設(shè)備集中布置在機車，車廂 Vibration noise 振動、噪音較大。 Power equipme nt distributed below deck, thus larger vibrati on and no

24、 ise in compartme nt. 內(nèi)振動、噪聲較小。 Power equipme nt cen tralized in locomotive, thus lower vibrati on and no ise in compartme nt. 根據(jù)上述比較，不難看出，在高速客運方面，動力分散型動車組比動力 集中型動車組具有明顯的優(yōu)勢。目前，世界上高速客運動車組趨向于采用動 力分散型。法國高速動車組 TGV 為動力集中型，下一代 AGV 已改用動力分 散型。德國高速動車組 ICE1/2為動力集中型，動車最大軸重達到 19.5 噸，DB 運營數(shù)年后發(fā)現(xiàn)軌道變形頻率加快，道砟粉碎現(xiàn)象嚴重，后來改用動力分散 的 ICE3，最大軸重減至 16 噸以下，才基本控制住了對軌道的破壞作用。 日本 高速動車組一直就是動力分散型為主。 With the above-mentioned comparison, it is not difficult to come to the con clusi on that. for high-spe