Interaction of the TE33a Diesel Locomotive and the Railway Track on Curved Section with Radius 290 m

Abstract

The purpose of the research was an experimental study of the dynamic processes of interaction between a TE33A diesel locomotive and a railway track when passing along a curved section with a radius of 290 m. To study the dynamic and driving properties of the rolling stock, the analysis of the experimental data obtained was carried out. When performing the study, the following results were obtained: the indicators of the frame forces of each wheel were determined when moving the TE33A locomotive along a curve with a radius of 290 m; the coefficients of the vertical dynamics of the second suspension stage when moving the TE33A locomotive along a curve with a radius of 290 m are determined; axial stresses in the rails under the influence of the TE33A locomotive on the track with rails of grades R50 and R65 are determined.

The TE33A Series Diesel Locomotive Brake Equipment Tests

“…If the air pressure exceeds 1.05 MPa, the valve opens and releases excess air to the atmosphere. Safety valve is arranged between the two main tanks on locomotive A side [3].…”

“…To successfully solve these problems, it is necessary to fully expand and strengthen the creative cooperation of engineering and technical workers of the brakes of construction plants, linear enterprises of the carriage industry, as well as researchers related to calculation and design of the braking equipment, in particular the pneumatic and mechanical parts of the rolling stock brakes. It is also necessary to comprehensively and critically study the modern experience of railways of foreign countries to enable and expediently use it on the railways of Kazakhstan, considering the modern conditions of their operation [3][4].…”

Testing of Railway Equipment for the Impact on the Track and Turnouts

“…Prior to the start of testing, the locomotive was operated in TCEU-28. In Almaty, by the beginning of the tests, the mileage of the diesel locomotive was 11107 km (Figure 2) [4]. record the movements of the bogie frame relative to the wheel set in the vertical direction and the movements of the body relative to the bogie in the vertical direction.…”

“…On the calculated kinematic scheme, the following designations are accepted [4]: M body , M t -mass of the body and track, respectively; M b -sprung mass of bogies; M w -masses of wheelsets; J ybody , J xbody -moments of inertia of the body relative to the y and x axes, respectively; J yb , J xb -moments of inertia of bogie frames relative to the y and x axes, respectively; J yw1 , J xw2 -moments of inertia of the wheel pairs of the first and second bogies relative to the x axis, respectively; β 1 -is the damping factor in the box stage of the spring suspension; z 1 -rigidity of the box stage of the spring suspension; z 2 -is the damping coefficient in the central stage of the spring suspension; z 2 -rigidity of the central stage of the spring suspension; β w -attenuation coefficient in the way; z p -rigidity of the path; 2a 2 and 2a 1 -the base of the body and bogies, respectively; 2b 2 and 2b 1 -the distance between the elastic and dissipative elements of the central and pedestal stages of the spring suspension across the track axis; 2s -is the distance between the points of contact with the rails of the wheels of one wheel pair; η r and η l -equivalent geometrical irregularities on the right and left rails, taken as a disturbance, respectively.…”

“…The connection of the bogie frame with the wheel pairs is carried out through the jaw boxes. The locomotive uses wheel-to-wheel braking using one brake cylinder per wheel with shoe brakes [3][4].…”