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The article considers phenomenological and modelling approach to researching of interaction of a deformable wheel and a plane of support, their advantages and disadvantages are mentioned. In the context of phenomenological approach the five methods of locomotive tangent tractive force calculation were considered. There certainly must be pseudo-creeping to let locomotive tangent tractive force do work and change the kinetic energy of a train in the point of wheel and rail contact. Locomotive tractive force experts calculate the power as product of the locomotive tangent tractive force and the velocity of translational motion of a train, although in fact the velocity of the point of force application must be assumed. It is applied to a wheel pair, then the velocity of this point must be used to calculate the locomotive power. According to this fact the locomotive power is found several tens of times reduced.

The method of wheels and rails adhesion mode determination for locomotives based on Fisher statistical criteria is designed. Freight DC electric locomotive 2ES10 experimental trips on Sverdlovsk railway data processing results are presented.

The development of traction rolling stock is closely associated with an increase in the maximum traction force for adhesion the wheels to the rails. The negative factor in this aspect of development is slipping. The article proposes a new method of protection against slipping of wheel sets of electric locomotives 2(3)ES5K «Ermak». The method implies redistribution of tractive forces between wheel sets and minimization of sanding. The paper discusses the principle of operation of the anti-slip system and the principle circuit of the power section, and simulates some modes of wheel sets in the Multisim software package.

This article examines the problem of reducing the traction properties of freight electric locomotives under the influence of the dynamic component of torque when passing vertical track irregularities, which can reach 20 %. The analysis identified traction drive designs that can eliminate this phenomenon. It was established that traction drives with a frame-mounted traction motor and traction transmission, due to their design features, make sense when using high-torque traction motors with axial magnetic flux, while traction drives with a frame-mounted traction motor and axial gearbox are suitable in cases where modifications to the bogie frame design are permissible. To modernize the existing fleet of freight electric locomotives with asynchronous traction motors, it is proposed to use a frame-mounted drive with an elastic link, which does not require modifications to the bogie frame design. A search for new options for the placement of elastic elements in the frame-mounted drive is conducted. The proposed design includes a modular axle-support traction drive in which the elastic element is a single elastic-compensating coupling. The design also includes variants of an integrated axle-support traction drive using thin-layer rubber-metal components and placing the elastic elements in a hollow anchor or on the wheel centers. A variant of the traction drive design features a frame-mounted traction motor and a double toothed coupling, in which the elastic elements are located in the wheel center disc, and the axle gearbox is supported on the wheel pair via a hollow shaft and thin-layer rubber-metal components. A utility model patent has been received for the proposed designs, and three patent applications have been filed.

The results of the study the strength characteristics of loess loam under triaxial when exposed vibrodynamic load of high-speed trains. Research carried out on triaxial vibration, based on the principle of operation of the plant simulation vibrodynamic exposure to periodic changes in hydrostatic pressure in the working chamber triaxial. The experimental values of specific cohesion and angle of internal friction, and the values of their relative decline under the influence of vibrodynamic load.