Defining patterns in the longitudinal load on a train equipped with the new conceptual couplers

Abstract

The longitudinal-dynamic load on a railroad train has been studied at its steady motion along the track of a homogeneous profile. A value of the longitudinal loading that a train is exposed to has been established. The calculations were carried out for a train consisting of 40 similar semi-wagons. The magnitude of the longitudinal loading, in this case, is taken to equal 1.2 MN. It is important to note that when increasing the motion speed, as well as the weight of a train, the magnitude of the longitudinal load may exceed the specified value. This contributes to the additional loading on the bearing structures of cars on the train and can cause damage to them. In addition, significant longitudinal-dynamic loads contribute to disrupting the motion stability of cars in the train. In order to reduce the longitudinal-dynamic efforts in the train under operating modes, including braking, it has been proposed to use, instead of a standard automatic coupling device, a conceptual coupler. In this case, the impact's kinetic energy is damped by transforming it into the work of a viscous resistance force. This resistance is created by moving a viscous liquid through the throttle holes of the piston based on the principle of hydraulic damper operation. To substantiate the use of a conceptual coupler, the calculation has been performed based on a method for determining the strength of the coupling device through the imaginary separation of a train into two parts. Taking into consideration a coefficient of the viscous resistance, which is created by the conceptual coupler, the acceleration experienced by a train reached about 0.8 m/s 2 . In other words, the use of a conceptual coupler makes it possible to reduce the longitudinal loading on a train by almost 30 % compared with the standard scheme of interaction between a locomotive and cars. The rod of the conceptual coupler has been estimated for strength. It has been established that the maximum equivalent stresses do not exceed permissible limits. The proposed measures would contribute to the reduction of a dynamic load on a railroad train under the loading modes of operation. The implementation of a given concept could also contribute to bringing down the damage to railroad stock in exploitation