Longitudinal Dynamics Simulation Research Of 30,000t Heavy-Haul Trains On Shuohuang Railway

In order to explore the cutting-edge technology of heavy-haul transport and further enhance the railway transport capacity,The China State Railway Group conducted an operation test of 30,000 t heavy-haul trains on the Daqin Line in 2014.In 2021,Chinese energy group conducted the standing test of 30,000 t heavy-haul trains in Shuohuang Railway.In order to ensure the safety of the train operation,a lot of theoretical discussion and simulation analysis need to be carried out before the formal operation of 30,000 t heavy-haul trains.Using TABLDSS simulation system,firstly verify the accuracy of 30,000 t heavy-haul trains standing test data,then optimize the braking performance of 30,000 t primary braking and emergency braking,30,000 t heavy-haul trains marshalling,and 30,000 t heavy-haul trains running in the Shuohuang railway,and optimize the operation mode,and studied the possible communication delay problem.The simulation results show that 1 + 1 + 1+ 1 trains perform well in common braking,emergency braking and longitudinal impulse level;1 + 1 + 1 + trains are poor in heavy pressure braking;1 + 1 + 1 trains are weak;15,000 t + 15,000 t trains perform well in common braking.Therefore,it is suggested to select 1 + 1 + 1 + 1 marshalling as the marshalling mode of 30,000 t heavy-haul trains of Shuohuang Railway.The paper suggests the operation mode of 30,000 t heavy-haul trains in Shuohuang Railway.According to the analysis of the hook force,the hook force of 30,000 t heavy-haul trains is less than 1300 k N,and the hook force is mainly within 500 k N,and the second thousand t unit is greater than the first and the third 10,000 t units.The corresponding relationship between the generation of30,000 t heavy-haul trains and the application and mitigation of air braking is not obvious,but with the topographic factors.The regularity of the maximum hook force and the static hook force caused by terrain are highly related,and the static hook force is also large in the location where the maximum coupler force occurs,and the maximum hook force value is positively correlated with the static hook force value.Make the electric traction / electric brake handle position back to the zero pass as far as possible,and avoid the air braking and relief operation in this section.Use the operation mode of inert line and excessive phase in this section.The longer the communication delay,the greater the hook force during emergency braking,and the peak of the hook force occurs at 200 m ～ 251 m after braking.In the case of communication interruption,the coupler force generated by emergency braking far exceeds the safety limit,which greatly damages the coupler.To sum up the results,it is suggested to choose 1 + 1 + 1 + 1 marshalling as the marshalling mode of 30,000 t heavy-haul trains.During the operation of 30,000 t heavy-haul trains,the hook force is more related to the terrain factors.When passing the static hook force,the electric traction / electric brake handle returns to zero,so as to avoid air braking and relief operation,and adopt the inert excessive phase.The longer the communication delay,the greater the emergency brake hook force,but the location difference is not far away.