動力分散與動力集中特點比較

1、百度文庫讓每個人平等地提升自我動力集中與動力分散動車組特點比較（伊朗項目材料）ComparisonbetweenEMUswithCentralizedandDistributedPower目前，高速動車組按牽引動力和驅動設備的配置方型分類有兩種：動力分散型和動力集中型。Atpresent,thehigh-speedEMUscanbedividedasperpowerconfigurationintotwocategories-power-distributedEMUandpower-centralizedEMU.動力集中型動車組是將大部份機械和電氣設備集中安裝在位于列車兩頭的動力車即機車上，機

2、車的動力轉向架上裝有牽引電機，驅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，示用意如下：Asforpower-centralizedEMU,mostofitsmechanicalandelectricalequipmentaremountedinthemotorcars,.locomotives,atthetwoends,andthebogiesofthelocomotivesareequippedwithtractionmotorswhichdrivethetrainfromwheelsets.Theintermediatecarsare

3、notmotored,buthauledbylocomotives.Thelocomotivesdonotcarryanypassengersbuttheintermediatecarsdo.ThecompositionofsuchEMUgenerallyadoptsthemodeoflocomotive+trailer,asshownbelow:Loco.Trailer1Trailer2Trailer3Trailer4Trailer5注：表示動力軸，C表示非動力軸，下同。Note:standsformotoraxleandfortraileraxle,samebelow.動力分散型動車組是指

4、將大部份機械和電氣設備懸掛安裝在車輛地板下面，牽引電機安裝在列車的全數(shù)或部份轉向架上，使全數(shù)或部份輪對成為列車的驅動源，列車的全數(shù)車箱都可載客。Asforpower-distributedEMU,mostofitsmechanicalandelectricalequipmentaremountedbelowthedeckandthetractionmotorsmountedonallorpartsofthebogiesmakingallorpartofthewheelsetsthedrivingsource,andallthecarsareabletocarrypassengers.4全數(shù)為動

5、力車Allmotorcars部份為動力車Partlymotorcars動力集中和動力分散動車組特點比較ComparisonbetweenFeaturesofEMUswithCentralizedandDistributedPower序號S/N內(nèi)容Contents動力分散動車組Power-DistributedEMU動力集中動車組Power-CentralizedEMU1編組通常為固定編組，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），Composition同步增加或減少，不會造成過載或欠載。Compositio

6、nusuallyfixedandincreaseordecreaseofcarsnotpermissible,yetpairoperationfunctionavailable,whichmaintainstheportionbetweenmotorandtrailercarsandthusavoidunderloadoroverload.但阻力變化，易造成過載從而達不到原定速度，或欠載造成功率浪費。Flexiblecomposition,increaseordecreaseofcarsnotpermissible.Tractionforcenotchansedafterincreaseord

7、ecreaseofcars(numberofmotorcarsunchanged)yettheresistancedoes,whicheasilyleadstounsatisfiedspeedduetooverloadorpowerwasteduetounderload.2動力配置Powerconflguration列車的牽引動力可以分散設置，按需要增減動軸，使列車總功率不受機車功率所限制。Tractionpowersourcecanbedistributedandincreaseordecreaseofmotoraxlesasperdemandspossible,.totalpowerofE

8、MUnotrestrainedbythatoflocomotives.總功率受機車功率限制Totalpoweroftrainrestrainedbythatoflocomotives3換向行駛Bidirectionaloperation在兩端都有駕駛室，可雙向行駛，省卻調(diào)車的時間，同時減少車務人員的工作及提高安全。Cabavailableatbothendsandbidirectionaloperationcanberealized,whichreducestimeforshunting,releasingworkingloadandimprovingsafetyofserviceperson

9、nel.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。Locomotiveneedstobedecoupledfromoneendandcoupledtoanotherendforbidirectionaloperation,whichtakesalongertimeforlocomotivetoreverse.4軸重Axleload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，這也是為什么越是高速的列車越趨向于使用分散技術的原因機車最大軸重大，高速運行下對軌道沖擊大。Max.axleloadcontributedbylocomotive,imp

10、osinglargerimpacttotracksunderhighspeed.Lowermax.axleloadandthuslessimpacttotracks.Thedestructiveeffortsofmax.loadunderhighspeedismuchhigherthanthatofaverageaxleload,thatiswhymoreandmorehigh-speedEMUstendtoadoptdistributedpower.5載客量Passengercapacity載客量較同等長度的動力集中型動車組高約20%,可充分利用站臺長度。Passengercapacity2

11、0%higherthanpower-centralizedEMUofsamelengthandutilizationofplatformlengthmoreadequate.機車不能載客。Locomotivecannotcarrypassengers.6啟動加速度Startingacceleration高，列車加速時間短，更適合發(fā)車密度大、站間距短的路線。Higherstartingaccelerationandthuslessacceleratingtime,suitableforlineswithshortheadwayandinter-stationdistance.啟動加速度小，列車加

12、速時間長，不適合發(fā)車密度大、站間距短的線路。Lowerstartingaccelerationandthusmoreacceleratingtime,notsuitableforlineswithshortheadwayandinter-stationdistance.7輪軌粘著Wheel-railadhesion整體粘著性好，在加速時不易產(chǎn)生空轉(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。Bettercomprehensiveadhesionandlesspossibilityofslide(tractionforceofwheellargerthanwheel-rai

13、ladhesionforce,thusleadstoabnormalincreaseofwheelspeed)duringacceleration,thusmorestableacceleration.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。Adhesionofindividualaxlebetterthanthatofpower-distributedEMU,however,comprehensiveadhesionpoorduetolessnumberofmotoraxle,higherpossibilityofslideduri

14、ngacceleration.8再生制動列車從高速減速到40kni/h（不同的列車可能不同）的機車受粘著限制，不能充分發(fā)揮動力制動的優(yōu)越性。大百度文庫讓每個人平等地提升自我Regenerativebrake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，將制動能量轉換為電能反饋回電網(wǎng)，減少制動盤機械磨耗和能源浪費。Pneumaticbrakealmostunnecessarywhenbrakingfromhighspeedto40kni/h(maybedifferentfordifferenttrains)andonlyappliedifspeedistobefur

15、therlowered.Regenerativebrakefullyutilized,convertingandfeedingbrakeenergybacktocatenarytoreducediscwearandenergywaste.量拖車靠制動盤的摩擦制動，導致制動盤磨耗嚴重，既浪費材料乂浪費能源。Locomotivenotabletoputintofullplacetheadvantagesofdynamicbrakeasrestrainedbyadhesion,andrakelargelydependsonfrictionbrakeoftrailercars,whichleadsto

16、severediscwear,wastingbothmaterialandenergy.9動力冗余Powerredundancy即使有一、兩組電動機發(fā)生故障，列車也能正常行駛。動力冗余性高，減少個別車輛故障而造成機破救援。Evenifoneortwosetsoftractionmotorsfail,operationofEMUstillnormal.Higherpowerredundancyandlesspossibilityoftowingoperationduetobreakdownofindividualcar.機車故障即需要救援，動力冗余性差。Towingoperationneeded

17、incaseoflocomotivefailure,poorpowerredundancy.10縱向沖動LongitudinalJerk車輛間的作用力小，牽引、制動時的縱向沖動小。Lowerinteractionbetweencarsandlongitudinalimpactduringtractionandbrake.車輛間的作用力大，牽引、制動時的縱向沖動大。Higherinteractionbetweencarsandlongitudinalimpactduringtractionandbrake.11線路適應性Adaptabilitytotrack線路適應力強。由于動軸多，所以更能適應

18、陡坡，最大80%ooHigheradaptabilitytotrack.Moreadaptabletolargegradientwithmoremotor動軸少，線路最大坡度<30%ooLessmotoraxles,max.gradient<30%oonly.axles,max.gradientupto80%o.12全壽命周期成本LCCLCC根據(jù)德國ICE2和ICE3動車組LCC研究結論：動力分散比動力集中低約10%。AccordingtoLCCresearchofICE3andICE3byDB,LCCofpower-distributedEMUis10%lowerthanthat

19、ofpower-centralizedEMU.13檢修維護Inspectionandmaintenance由于電動機多并分散在各節(jié)動力車，零部件維護較復雜，維修成本也較高。Tractionmotorsdistributedonmotorcars,thusmorecomplicatedmaintenanceforcompartmentsandpartsandhighercostforit.主要動力設備集中管理，維護相對簡單，維護成本相對較低。Majorpowerequipmentcentrallymanaged,thusrelativelyeasiermaintenanceandlowercos

20、tforit.14振動噪音Vibrationnoise動力設備分布在客車車下，車內(nèi)振動、噪音較大。Powerequipmentdistributedbelowdeck,thuslargervibrationandnoiseincompartment.動力設備集中布置在機車，車廂內(nèi)振動、噪聲較小。Powerequipmentcentralizedinlocomotive,thuslowervibrationandnoiseincompartment.按照上述比較，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,動車最大軸重達到噸，DB運營數(shù)年后發(fā)覺軌道變形頻率加速，道昨粉碎現(xiàn)象嚴峻，后來改用動力分散的ICE3,最大軸重減至16噸以下,才大體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。Withtheabove-mentionedcomparison,itisnotdifficulttocometotheconcl