Analysis Of Dynamic Performance Of Hxn5Diesel Locomotive

By adopting virtual testing technology of locomotive’s dynamic performance that take multi-body system as the core, dynamic simulation can promote product design optimization, accelerate new product’s development process and reduce development cost greatly. Therefore, analyzing and studying the dynamic performance of new-developed locomotive by simulation modeling has important significance for optimizing design.HXN5diesel locomotive is a new generation of high-power AC transmission diesel locomotive made by CSR. Which bogie is an improved design based on the bogie of the NJ2diesel locomotive for Qinghai-Tibet railway imported from American GE company in2006. In order to evaluate this locomotive’s dynamic performance, some dynamic performance indexes are researched and appraised such as the locomotive’s running stability, running comfort on straight line, curving performance, axle load transfer and so on by using the SIMPACK dynamic analysis software to set locomotive multi-body dynamic model in this paper. The computed results of simulation show that:1) the non-liner critical speed of the locomotive can barely satisfy the design required speed120km/h in theory. As the using of guide frame for axle-box guidance, on traction and brake condition, the lateral vibration of wheelset exists a stable limit cycle within the scope of4mm of primary lateral stop.2) The locomotive’s running comfort is conditional upon actual tracks. On the AAR5tracks and inferior tracks, the locomotive can run at the speed of40km/h-140km/h, with the lateral ride index and acceleration are good, and the lateral wheelset force is less than the limit value. On the AAR5tracks, the locomotive’s vertical ride index is good at the speed of40km/h-120km/h, and its vertical acceleration is good at the speed of40km/h-140km/h. On the inferior tracks, the locomotive’s vertical ride index is good under the speed of60km/h, its vertical ride index and acceleration is within the acceptable limit under the speed of100km/h.3) The locomotive can negotiate safely the curve of125m radius.4) When the locomotive negotiates the curve of300m and800m radius, all dynamic indexes are less than the limit value. Under the working condition, when the radius is300m, maximum lateral wheelset force can reach88.07kN.5) The locomotive’s utilization coefficient of adhesion is94.05%.The influences of pedestal friction coefficient, primary longitudinal clearance and suspension parameter on the dynamic performance of locomotive has also been analyzed and researched in this paper. The analysis indicates that:1) While running on straight line, the influence from the pedestal friction coefficient on brake condition is significantly higher than the influence on traction condition; The influence on vertical performance is obviously higher than that on lateral performance; when negotiating a curve, there is a great influence on locomotive’s dynamic performance from pedestal friction coefficient, especially on vertical dynamic performance.2) Increasing primary longitudinal clearance is unfavorable for locomotive’s non-linear stability, but it is beneficial for locomotive’s curve negotiating lateral performance3) In order to acquire favorable dynamic performance, it should be ensured that there is no excessive difference between the actual value and design value of each suspension’s stiffness and damping. The design value of each damping will be reasonable if the stiffness parameter is designed as per existing suspension parameter.The related research results have certain reference value for evaluating the dynamic performance of HXN5diesel locomotive and for further optimizing and improving product design.