外文翻譯 --高速磁懸浮列車的輕量化設(shè)計(jì)（英文）

1、400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760SAE TECHNICAL PAPER SERIES 2001-01-3254Light Weight Design for High Speed andMAGLEV TrainsJürg ZehnderAlesa Alusuisse

2、Engineering LtdReprinted From: ATTCE 2001 Proceedings Volume 8: Environmental Sustainability and Mass Transportation (P-374)Automotive & Transportation Technology Congress & Exhibition October 1- 3, 2001 Barcelo

3、na, SpainDownloaded from SAE International by National Cheng Kung Univ, Wednesday, January 06, 20162001-01-3254Light Weight Design for High Speed and MAGLEV TrainsJürg Zehnder Alesa Alusuisse Engineering Ltd., Alusu

4、isse Road & RailABSTRACTHigh-speed trains today operate at speeds between 200 and 320 km/h and MAGLEV trains between 400 and 500 km/h, whereas world record stands at 515 km/h for trains on wheels and 552 km/h for MAG

5、LEV trains. This speed level can only be reached economically when light weight design is systematically used. Low axle load is crucial for the useful life of the infrastructure and low overall weight is necessary to red

6、uce traction power and braking efficiency. The influence of train configuration on the mass per passenger seat is shown. For a given train configuration finally light weight design is compulsory despite the fact that req

7、uirements for structural stiffness, sound dampening, thermal insulation and other comfort items need additional mass. A number of high-speed trains such as TGV Duplex, Talgo Pendular, ETR 500, Pendolino WCML, ICN are pre

8、sented and compared with the MAGLEV train TR08. A special aspect in this comparison will be passenger safety and as part of it crash-worthiness of the vehicles. Development trends for the future are given.INTRODUCTIONThe

9、 system steel wheel on steel rail is the reason why the rolling resistance of trains is 5 to 10 times lower than the one of vehicles with tires on roads. This offers the possibility to haul heavy trains with one single l

10、ocomotive. Further more railway main lines seldom show gradients steeper than 25 o/oo. Based on these two facts the tare weight of rail passenger vehicles has had little importance in the long distance traffic, whereas f

11、or mountain railways with steep gradients and for commuter services with frequent stops and accelerations light weight design has been very important. When the speed of long distance trains is increased other considerati

12、ons become important. First dynamic forces of heavily loaded axles have negative influence on the track and second the trains need as much specific power rating so that at top speed a reasonable acceleration capability i

13、s maintained. That means light weight design is also a must for high-speed operation despite the fact that higher speed calls for more powerful engines, more powerful brakes, better sound dampening etc.CONCEPTUAL LIGHT W

14、EIGHT DESIGNA typical long distance train offering some 1000 passenger seats is composed of 14 to 16 coaches each 26-27 m long with a tare weight between 50 and 60 t. As motive power an electric locomotive with a power r

15、ating of 6000 to 8000 KW and a weight of 80 – 90 t is added.Fig 1: Conceptual light weight designOn non-electrified lines at least two Diesel locomotives are needed to assure the same performance to the train. This lead

16、s for such a train to a weight per passenger seat of 900 to 1000 kg or two to three times the value of a mid-class car. This ratio surprises at the first glance but considering that the comfort level in such a train is q

17、uite high it is not so bad. For instance each passenger in a train has a volume of 2-3 m3 at his disposal compared to less than 1m3 in a car with the possibility to walk around, to have a toilet, a bar etc.260 m236 m400