动力分散与动力集中特点比较1119(20200912183949)
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。编组一拖车形型，示意图如下：般为机车+electrical EMU, most of its mechanical and As for powe-rcentralized 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 do. the intermediate cars locomotives The do not carry any passengers but
as of locomotive+trailer, generally composition of such EMU adopts the mode 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。
for trailer axle, same below.
stands for motor axle and
Note: 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。electrical and of its mechanical for As power-distributed EMU, most 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 Cen tralized and Distributed Power
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 abov&mentioned comparison, it is not difficult to come to the con clusi on that. for high-speed passe nger service, powetistributed
EMUs feature obvious advantages compared with powe-rcentralized 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