动力分散与动力集中特点比较20121119.doc

动力集中与动力分散动车组特点比较（伊朗项目材料）
Comparison between EMUs with Centralized and Distributed Power

目前，高速动车组按牵引动力和驱动设备的配置方型分类有两种：动力分散型和动力集中型。
At present, the high-speed EMUs can be divided as per power configuration into two categories - power-distributed EMU and power-centralized EMU.
动力集中型动车组是将大部分机械和电气设备集中安装在位于列车两端的动力车即机车上，机车的动力转向架上装有牵引电机，驱动轮对牵引列车运行。中间客车没有动力，由机车牵引。机车不载客，客车载客。编组一般为机车+拖车形型，示意图如下：
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 traction motors which drive the train from wheelsets. The intermediate cars are not motored, but hauled by locomotives. The locomotives do not carry any passengers but the intermediate cars do. The composition of such EMU generally adopts the mode of locomotive+trailer, as shown below:

机车 拖车1 拖车2 拖车3 拖车4 拖车5
Loco. Trailer 1 Trailer 2 Trailer 3 Trailer 4 Trailer 5
注： 表示动力轴，表示非动力轴，下同。
Note: stands for motor axle and for trailer axle, same below.
动力分散型动车组是指将大部分机械和电气设备吊挂安装在车辆地板下面，牵引电机安装在列车的全部或部分转向架上，使全部或部分轮对成为列车的驱动源，列车的全部车厢都可载客。
As for power-distributed EMU, most of its mechanical and electrical equipment are mounted below the deck and the traction motors mounted on all or parts of the bogies making all or part of the wheelsets the driving source, and all the cars are able to carry passengers.

全部为动力车
All motor cars

部分为动力车
Partly motor cars
动力集中和动力分散动车组特点比较
Comparison between Features of EMUs with Centralized and Distributed Power

序号
S/N
内容
Contents
动力分散动车组
Power-Distributed EMU
动力集中动车组
Power-Centralized EMU
1
编组
Composition
通常为固定编组，不可随意增减车辆数量，但可以采取2列联挂方型，动车与拖车同步增加或减少，不会造成过载或欠载。
Composition usually fixed and increase or decrease of cars not permissible, yet pair operation function available, which maintains the portion between motor and trailer cars and thus avoid under load or over load.
可任意加减拖车的数量，编组灵活。加减车厢后牵引力不变（因为动车数量不变），但阻力变化，易造成过载从而达不到原定速度，或欠载造成功率浪费。
Flexible composition, increase or decrease of cars not permissible. Traction force not changed after increase or decrease of cars (number of motor cars unchanged) yet the resistance does, which easily leads to unsatisfied speed due to over load or power waste due to under load.
2
动力配置
Power configuration
列车的牵引动力可以分散设置，按需要增减动轴，使列车总功率不受机车功率所限制。
Traction power source can be distributed and increase or decrease of motor axles as per demands possible, i.e. total power of EMU not restrained by that of locomotives.
总功率受机车功率限制
Total power of train restrained by that of locomotives
3
换向行驶
Bidirectional operation
在两端都有驾驶室，可双向行驶，省却调车的时间，同时减少车务人员的工作及提高安全。
Cab available at both ends and bidirectional operation can be realized, which reduces time for shunting, releasing working load and improving safety of service personnel.
列车换向时需先把机车在一端脱钩后再移到另一端挂钩，折返时间长。
Locomotive needs to be decoupled from one end and coupled to another end for bidirectional operation, which takes a longer time for locomotive to reverse.
4
轴重
Axle load
最大轴重轻，对轨道冲击小。高速情况下最大轴重对轨道的破坏作用远远大于平均轴重，这也是为什么越是高速的列车越趋向于使用分散技术的原因
Lower max. axle load and thus less impact to tracks. The destructive efforts of max. load under 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.
机车最大轴重大，高速运行下对轨道冲击大。
Max. axle load contributed by locomotive, imposing larger impact to tracks under high speed.
5
载客量
Passenger capacity
载客量较同等长度的动力集中型动车组高约20%，可充分利用站台长度。
Passenger capacity 20% higher than power-centralized EMU of same length and utilization of platform length more adequate.
机车不能载客。
Locomotive cannot carry passengers.
6
启动加速度
Starting acceleration
启动加速度高，列车加速时间短，更适合发车密度大、站间距短的路线。
Higher starting acceleration and thus less accelerating time, suitable for lines with short headway and inter-station distance.
启动加速度小，列车加速时间长，不适合发车密度大、站间距短的线路。
Lower starting acceleration and thus more accelerating time, not suitable for lines with short headway and inter-station distance.
7
轮轨粘着
Wheel-rail adhesion
整体粘着性好，在加速时不易产生空转（车轮的牵引力大于轮轨间的粘着力，造成轮速异常上升），加速更稳定。
Better comprehensive adhesion and less possibility of slide (traction force of wheel larger than wheel-rail adhesion force, thus leads to abnormal increase of wheel speed) during acceleration, thus more stable acceleration.
集中动力车单轴粘着性能好于分散动力车，但由于动轴数量少，总的粘着性不如分散动力车，加速时易产生空转。
Adhesion of individual axle better than that of power-distributed EMU, however, comprehensive adhesion poor due to less number of motor axle, higher possibility of slide during acceleration.
8
再生制动
Regenerative brake
列车从高速减速到40km/h（不同的列车可能不同）的过程几乎不需要使用用空气制动，速度再降低空气制动开始补充，充分利用再生制动，将制动能量转换为电能反馈回电网,减少制动盘机械磨耗和能源浪费。
Pneumatic brake almost unnecessary when braking from high speed to 40km/h (may be different for different trains) and only applied if speed is to be further lowered. Regenerative brake fully utilized, converting and feeding brake energy back to catenary to reduce disc wear and energy waste.
机车受粘着限制，不能充分发挥动力制动的优越性。大量拖车靠制动盘的摩擦制动，导致制动盘磨耗严重，既浪费材料又浪费能源。
Locomotive not able to put into full place the advantages of dynamic brake as restrained by adhesion, and rake largely depends on friction brake of trailer cars, which leads to severe disc wear, wasting both material and energy.
9
动力冗余
Power redundancy
即使有一、两组电动机发生故障，列车也能正常行驶。动力冗余性高，减少个别车辆故障而造成机破救援。
Even if one or two sets of traction motors fail, operation of EMU still normal. Higher power redundancy and less possibility of towing operation due to breakdown of individual car.
机车故障即需要救援，动力冗余性差。
Towing operation needed in case of locomotive failure, poor power redundancy.
10
纵向冲动
Longitudinal jerk
车辆间的作用力小，牵引、制动时的纵向冲动小。
Lower interaction between cars and longitudinal impact during traction and brake.
车辆间的作用力大，牵引、制动时的纵向冲动大。
Higher interaction between cars and longitudinal impact during traction and brake.
11
线路适应性
Adaptability to track
线路适应力强。由于动轴多，所以更能适应陡坡，最大80‰。
Higher adaptability to track. More adaptable to large gradient with more motor axles, max. gradient up to 80‰.
动轴少，线路最大坡度≤30‰。
Less motor axles, max. gradient ≤30‰ only.
12
全寿命周期成本LCC
LCC
根据德国ICE2和ICE3动车组LCC研究结论：动力分散比动力集中低约10%。
According to LCC research of ICE3 and ICE3 by DB, LCC of power-distributed EMU is 10% lower than that of power-centralized EMU.

13
检修维护
Inspection and maintenance
由于电动机多并分散在各节动力车，零部件维护较复杂，维修成本也较高。
Traction motors distributed on motor cars, thus more complicated maintenance for compartments and parts and higher cost for it.
主要动力设备集中管理，维护相对简单，维护成本相对较低。
Major power equipment centrally managed, thus relatively easier maintenance and lower cost for it.
14
振动噪音
Vibration noise
动力设备分布在客车车下，车内振动、噪音较大。
Power equipment distributed below deck, thus larger vibration and noise in compartment.
动力设备集中布置在机车，车厢内振动、噪声较小。
Power equipment centralized in locomotive, thus lower vibration and noise in compartment.

根据上述比较，不难看出，在高速客运方面，动力分散型动车组比动力集中型动车组具有明显的优势。目前，世界上高速客运动车组趋向于采用动力分散型。法国高速动车组TGV为动力集中型，下一代AGV已改用动力分散型。德国高速动车组ICE1/2为动力集中型，动车最大轴重达到19.5吨，DB运营数年后发现轨道变形频率加快，道砟粉碎现象严重，后来改用动力分散的ICE3，最大轴重减至16吨以下，才基本控制住了对轨道的破坏作用。日本高速动车组一直就是动力分散型为主。
With the above-mentioned comparison, it is not difficult to come to the conclusion that. for high-speed passenger service, power-distributed EMUs feature obvious advantages compared with power-centralized ones. At present, more and more high-speed EMUs for passenger service tend to adopt the mode of distributed power. The TGV of France is of centralized power and its next generation AGV has already been changed to distributed power. The ICE1/2 of Deutschland is of centralized power and the axle load of the locomotive is as high as 19.5t, due to which, after years of operation, DB witnessed accelerated deformation frequency of track and severe ballast crush, and the severe impact from train to track was not generally controlled until the power-distributed ICE3 with a max. axle load of less than 16t was put into operation. As for Japan, the power-distributed EMUs have long been a major type.