中文摘要：

对机车车钩的钩头轮廓曲线进行数据离散,采用多体动力学软件SIMPACK反演得到钩头的轮廓曲面,建立1对连挂钩头间的曲面/曲面接触模型,与钩肩、止档及钩尾摩擦副模型,融合非线性缓冲器模型建立13A/QKX-100和DFC-E100型2种典型重载机车钩缓装置模型。仿真分析重载机车通过曲线时车钩的偏转行为,并与静态计算结果对比。结果表明：由传统的车钩转角静态计算方法只能计算理想状态下的车钩钩体中心线相对于车体中心线的转角（钩体转角）;受钩头间的相对转角（钩头转角）及轨道曲率变化、不平顺等线路状况的影响,实际的钩体转角比静态计算结果大;机车曲线通过时钩缓装置的主要运动是钩体相对车体的转动,当钩体转角处于自由转角范围内时钩头转角较小,一般不超0.16°;当钩体转角达到自由转角且有继续增大的趋势时钩头间会产生明显的相对转动进行补偿,以使机车顺利通过曲线。

英文摘要：

The data of locomotive coupler-head profilograms were discretized.Multi-body dynamics software SIMAPCK was used to revert and obtain coupler-head profilograms.The surface contact models of coupling coupler-head along with real-time stop and aligning shoulder models,coupler-tail friction pair models were established.Incorporating nonlinear draft gear models,two typical heavy haul locomotive coupler and draft gear system models（type 13A/QKX-100 and type DFC-E100） were presented.Simulations were carried out on coupler angling behaviours when locomotives negotiating curves and were compared with quasi-static calculation results.Results indicate that the conventional quasi-static coupler-angle calculation method is limited to the calculations of relative angle between shank center line and car body center line（coupler shank angle） under ideal conditions.Influenced by relative angles between coupler-head（coupler head angle）,curvature changes and track irregularities,the practical shank angle is larger than that of quasi-static calculation results.When locomotives are negotiating curves,the principal motion in coupler and draft gear systems is the angling behaviour of coupler shanks.The relative angles between coupler-head are minimal（generally no larger than 0.16 degree） when shank-angle is within its free-angle.When shank-angle reaches its free-angle and there is a tendency of increase,the relative angles between coupler-head will increase obviously to compensate shank-angle so as to facilitate locomotives negotiating curves smoothly.