Railway Vehicle and Track Interaction Testing Center
Diesel locomotive 2TE25А
LLC IC VEIP "in June-July 2008, conducted a combined dynamic (running) and on the impact of the road and turnouts test locomotives 2TE25A with axle load 24 ton production company" MC "BMP". Tests conducted at the site Golutvin-Ozery Moscow railway under a contract with OAO VNIKTI.
The main purpose of tests was to determine the dynamic driving characteristics and the level of force action on the road and turnouts locomotive 2TE25A.
In connection with the goal had been resolved following main tasks:
- Determination of dynamic parameters of the locomotive 2TE25A;
- Definition of impact indicators on the road and turnouts locomotive 2TE25A;
- Evaluation of allowable speeds of the locomotive 2TE25A the basis of conditions for safe movement on straight, curved and pointworks.
On the test was presented a prototype locomotive 2TE25A № 001 "Vityaz" Production Company "CC" BMZ ". Experienced Locomotive 2TE25A intended for highway work in the railway network of common use.
To determine the effectiveness of the system of radial installation wheelsets (RUKP) locomotive bogie in curves plots the way the measurements were performed simultaneously in Section A and Section B of the locomotive 2TE25A. In section A system RUKP was blocked, whereas in Section B - included.
Tests were carried out according to program and test procedure, based on the relevant regulations. Span> p>
curve radius of 300 meters
Experimental visits were conducted in a direct line sections, curves of radii 300 and 600 meters and switches type P65 grade 1 / 11 and grade 1 / 9. In the process of testing were implemented speeds up to 120 km / h inclusive.
The prototype locomotive recorded frame strength and coefficients of vertical dynamics of slipping step spring suspension.
Sensors installed in the track
In the experimental plots path recorded horizontal (lateral) and vertical loads on the rails (the magnitude and direction of these loads cause a variety of stresses and strains in the various structural elements of track structure, thereby determining the degree of traffic safety and volume of expenditure on road maintenance in good condition) stresses in the outer and inner edges of the rail foot (normalized to the value of these voltages determines permitted under the terms of the strength of the rails on a bend and twist of the velocity of rolling stock, half the sum of the stresses in the outer and inner edges of the foot characterized by the vertical component of loads of the wheels on the rails, half-stress characterizes the effect of horizontal forces from the wheels of the crew and eccentric application of load has the effect of torsion of the rail, in addition, the voltage at the edges of the foot rails allow for a comparative analysis of a large number of tests of the rolling stock, span> conducted over the past fifty years) ,
Setting force-measuring pads in the curve radius of 600 meters
horizontal and vertical loads on the sleepers (normalized value of the stability conditions relsoshpalnoy lattice of transverse shear on the ballast and stability of the intermediate rail fastening is the ratio of maximum horizontal load to the average vertical).
In the experimental turnouts were recorded in voltage outside the edge of the foot frame rail in the area of the anterior departure, wits and rails translation of the curve, as well as horizontal (lateral) and vertical load on the rails.
To register for the impact indicators on the road and switches was used a mobile laboratory, which includes eight-channel strain-gauge preamplifiers, analog-digital converters such as E14-440 (E14-440D) Company L-CARD. The total number of measuring channels in the experimental locomotive in the areas of road curves and the turnout was 192.