Research On Feasibility Of A-1-A Locomotive Riding On The High-Speed Railways

With the construction of high-speed railway, more than16000kilometers passenger dedicated lines(PDLs) will be built by2020.When the PDL is incorporated into the existing railway, in order to meet the requirements of railway transport, the development of a new railway technical equipment--cross-line locomotive is very urgent and necessary. The locomotive can satisfy not only the running conditions of main railway lines, but also the running conditions of PDLs.As a new designed cross-line locomotive, axle load and maximum speed of A-1-A locomotive can satisfy the basic requirements of high-speed railways, and the dynamic performance will directly affect whether the locomotive can run on the high-speed lines or not.First of all, the A-1-A locomotive model is established in the software SIMPACK to study the dynamic performance, and it is showed that:the A-1-A locomotive’s dynamic performance is good when running on the main railways with a low speed; When the locomotive running on the high-speed railways with a speed of200km/h,its dynamic performance can satisfy the dynamic requirements of high-speed railways.Secondly, the suspension parameters of the A-1-A locomotive are optimized, and a group of new suspension parameters is put forward to get a smaller wheel-rail force, which makes sure the other dynamic performance indexes can satisfy the basic standard.In order to furtherly distinguish whether the A-l-A locomotive can run on the high-speed railways or not, the dynamic performances of A-1-A locomotive and CRH2are compared. It is showed that the dynamic performance of CRH2is better than the locomotive, and when running on the Germany high-interference lines, with the new suspension parameters, the dynamic performance of the210km/h A-1-A locomotive is equivalent to the dynamic performance of CRH2at the speed of250km/h. Besides, the210km/h A-1-A locomotive’s curve passing performance is equivalent to the250km/h CRH2’s curve passing performance.Finally, analyse the necessity of the independent brake shaft. In order to reduce unsprung mass, every end shaft adopts the independent brake shaft. With the unsprung mass getting lower, the wheel-rail force decreases not obviously, but the wheel-rail force of the locomotive with the new suspension parameters reduces obviously. In order to get a smaller wheel-rail force, firstly, we should optimize the suspension parameters. When the suspension parameters are optimal or the structure can not meet the conditions, we can use the independent brake shaft to reduce the wheel-rail force.