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ABOUT THE EFFICIENCY OF 3VL80S ELECTRIC LOCOMOTIVES ON THE PLOT TASHGUZAR - ACROBAT OF THE UZBEK RAILWAY
Oleg Ablyalimov
Candidate of Technical Sciences, professor, professor of the chair «Loœmotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: o. [email protected]
Otabek Khamidov
Doctor of Technical Sciences, Head of the chair« Loœmotives and locomotive ßconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: otabek. rustamovich@yandex. ru
Jasurbek Yakubov
Master, аssistant
of the chair« Loœmotives and locomotive ßconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected]
Anna Avdeyeva
Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected]
Khusan Kosimov
Senior lecturer
of the chair« Loœmotives and locomotive ßconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected]
Utkir Safarov
Master, аssistant
of the chair« Loœmotives and locomotive ßconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected]
ОБ ЭФФЕКТИВНОСТИ ЭЛЕКТРОВОЗОВ 3ВЛ80С НА УЧАСТКЕ ТАШГУЗАР - АКРОБАТ УЗБЕКСКОЙ ЖЕЛЕЗНОЙ ДОРОГИ
Аблялимов Олег Сергеевич
канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
Библиографическое описание: ABOUT THE EFFICIENCY OF 3VL80S ELECTRIC LOCOMOTIVES ON THE PLOT TASHGUZAR - ACROBAT OF THE UZBEK RAILWAY // Universum: технические науки : электрон. научн. журн. Ablyalimov O.S. [ и др.]. 2022. 9(102). URL: https:// 7universum. com/ru/tech/archive/item/14286
a universum:
№ 9 (102)_ДД ТЕХНИЧЕСКИЕ НАУКИ_сентябрь. 2022 г.
Хамидов Отабек Рустамович
д-р техн. наук,
заведующий кафедрой «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
Якубов Жасурбек Камолиддинович
магистр,
ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
Авдеева Анна Николаевна
канд. техн. наук,
доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
Косимов Хусан Рахматуллаевич
ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
Сафаров Уткир Истамович
магистр,
ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет,
Республика Узбекистан, г. Ташкент
ABSTRACT
The kinematic parameters of the movement of freight trains of various masses of trains without stops at intermediate separate points and the energy indicators of the use of 3VL80S electric locomotives in the implementation of rail transportation of goods on a mountainous section of the railway are substantiated. It has been established that the increase in the energy efficiency of the studied electric locomotives 3VL80S directly depends on the increase in the volume of transportation work of locomotives.
АННОТАЦИЯ
Обоснованы кинематические параметры движения грузовых поездов различной массы составов без остановок на промежуточных раздельных пунктах и энергетические показатели использования электровозов 3ВЛ80С при реализации железнодорожных перевозок грузов на горном участке железной дороги. Установлено, что повышение энергетической эффективности исследуемых электровозов 3ВЛ80С напрямую зависит от увеличения объёма перевозочной работы локомотивов.
Keywords: study, freight train, electric locomotive, railroad, parameter, way, station, time, speed, mountainlaly.
Ключевые слова: исследование, грузовой поезд, электровоз, железная дорога, параметр, дорога, станция, время, скорость, горный.
Recently, there has been a growing need to solve logistics problems aimed at improving the efficiency of using locomotives of various types of traction in the areas of their circulation. Especially, it concerns the electrified railway sections: Marakand - Karshi, Karshi -Termez and Marakand-Bukhara and, first of all, the railway line Tashguzar - Boysun - Kumkurgan, which has been in operation for fifteen years.
This article is devoted to the study of some issues related to the problem of energy efficiency of the use of an electric traction locomotive fleet under operating conditions.
In the general case, the purpose of theoretical research is to carry out traction calculations on the Tash-guzar - Kumkurgan section when driving freight trains with 3VL80S electric locomotives. Here, the research methodology, which includes the compilation of mathematical models for the conduct of a freight train by 3VL80S electric locomotives, taking into account the characteristics of the material and technical base and the conditions for organizing their transportation work, in the solution of which the graphical method was used [1,3], provides for a local solution of the task at hand. difficult section Tashguzar - Acrobat JSC "O'zbekiston temir yo'llari".
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This section of the railway with a length of 109.05 kilometers belongs to type IV of the track profile and is classified as "mountainous", which contains 162 elements and is characterized by a change in the steepness of the elements from 0 to +25 %o (116 elements), as well as from 0 to -12 .8 %o (45 elements). Moreover, most of them (~66.5%) fall on the share of conditionally "difficult" elements.
As a criterion for assessing the energy efficiency of the use of 3VL80S electric locomotives on the Tash-guzar-Acrobat railway section, one of the logistic parameters of the transportation process is taken to be the consumption of electricity for train traction, which is justified by the results of the analysis of our research, taking into account the optimization of train driving modes [1,2,4].
The calculation of the electric power consumption for the movement of the train in the absence of recuperation is performed based on the constructed curves of speed V(S), time t(S) and load current Ida(V) for alternating current electric locomotives.
The total energy consumption is calculated by the formula:
A = Ад + Ac, kW-h
(1)
where A# - consumption of electrical energy spent by an electric locomotive for the movement of a freight train along the section in traction mode, kW- h;
Ac - consumption of electrical energy for own needs of an electric locomotive, kW- h.
The specific power consumption is determined by the formula:
W-h/t km
(2)
where Q - weight of train (train), t;
L - length of the count section, km.
Traction calculations on the section Tashguzar - Acrobat are carried out based on the algorithm for their implementation [1], for the following initial data: the mentioned section of the track has five intermediate stations, at which the speed limit is Vlim = 40 km/h and Vlim = 60 km/h .
On the stages Tashguzar - Dekhkanabad and Dekhkanabad - Karadakhna there are five speed limits in vlim = 40 km/h, and the sections Karadakhna -Chashmaikhafizon and Chashmaikhafizon - Acrobat have, respectively, one speed limit in Vlim = 60 km/h and seven restrictions on speeds in Vlim = 40 km/h and Vlim = 55 km/h, and the maximum speed of a freight train is Vlim = 90 km/h.
The movement of freight trains of different masses of trains (Qi = 2500 t, Q2 = 2500 t and Q3 = 3500 t) with a constant number of axles m = 200 axles in roller bearing trains is organized by 3VL80S electric locomotives in traction mode at the nominal 33-rd position of the main controller at the second stage of weakening the field of traction motors in combination with idling and service braking modes.
The results of traction calculations for three options for driving freight trains by 3VL80S electric locomotives along the Tashguzar-Acrobat section of the track without stopping at intermediate stations are shown in Table 1, which shows the dynamics of changes in the indicators of the transportation process depending on the mass of the freight train.
Analysis of the results of the mentioned traction calculations for a freight train with a mass of Q2 = 3000 tons, conditionally accepted by the authors as a scheduled (unified) train, made it possible to draw the following conclusions.
1. The average total train travel time is 2.28 hours, however, a decrease in the train mass by 20% leads to a decrease in the total train travel time by 0.73%, and with an increase in train mass by ~ 20%, this time increases by 1,4%.
2. The technical speed of the train, on the contrary, with a similar change in the mass of the train, tends, respectively, to increase and decrease within the same limits, and, on average, it is 47.8 km / h.
3. An increase in the mass of the composition by ~ 20% contributes to an increase in the total power consumption by 11% (1730 kWh), however, the specific power consumption is reduced by 4.82%, and a reduction in the mass of the composition by 20% provides a reduction in the total power consumption by 14% (2199 kWh) and an increase in the specific electricity consumption by 3.15%.
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Table 1.
Parameters of transportation operation of electric locomotives 3VL80S on the section Tashguzar - Acrobat
e © Conditions of transportation work Train running time, min Electrical energy consumption
p o n io H ей s e и a л /m k g in i s
it la ul lc c n io it c s s a m с #© is o p a m, s e и Л f o r e b ,t Vt d, e p s la ic i general tx de o m = #© ct a r t idling and bral mode txx,T full A, kW-h specific a, W-h/t km gros
a r T m o c m u n n h c e t in in
1 2 3 4 5 6 7 8 9
1 2500 200 48,25 135,6 69,08 66,52 13471 49,41
2 3000 200 47,90 136,6 81,10 55,50 15670 47,90
3 3500 200 47,24 138,5 91,35 47,15 17400 45,59
4. Total and specific average electricity consumption for train traction is 15514 kWh and 47.63 Wh/tkm, respectively.
5. The travel time of the train in the idling and braking mode, as well as in the traction mode, varies, respectively, from 1.109 h to 0.786 h and from 1.151 h to 1.522 h. Moreover, with an increase in the mass of the train by ~ 20%, there is a decrease in the travel time of the train in the idling and braking modes, as well as its increase in the traction mode, respectively, by 0.139 h and 0.171 h. The travel time of the train in the idling and braking mode increases, and in the traction mode it decreases by 0.184 h and 0.188 h, respectively, with a decrease in the mass of the train by 20%.
6. Reducing the mass of the composition by 20% leads to an increase in the use of idle and braking modes
[2] by 8.43%, and with an increase in the mass of the composition by ~ 20%, this indicator decreases by 6.59%.
7. The indicator of the use of the traction mode (that is, the ratio of the travel time of the train in the traction mode to the total travel time of the train) in the process of a similar change in the mass of the train increases or decreases, also within the same parameters.
Thus, the present studies have established that the increase in the energy efficiency of the use of 3VL80S electric locomotives on the Tashguzar-Acrobat section of Uzbekistan Temir Yollari JSC will undoubtedly be ensured by increasing the volume of transportation work performed by the mentioned electric locomotives on this section of the railway.
Reference:
1. Ablyalimov O.S. Fundamentals of locomotive management [Text] / O.S. Ablyalimov, E.S. Ushakov // Textbook for professional colleges of railway transport. - Tashkent: "Davr", 2012. - 392 p.
2. Ablyalimov O.S. Optimization of transportation work of locomotives: questions of theory, methods, calculations, results [Text] / O.S. Ablyalimov // Monograph. - Tashkent: "Complex Print" nashriyoti, 2020. - 488 p.
3. Deev V.V. Traction of trains [Text] / V.V. Deev, G.A. Ilyin, G. S. Afonin // Textbook for universities. - M. : Transport, 1987. - 264 p.
4. Tolkachev A.V. On the issue of solving the problem of optimizing train driving modes based on various principles [Text] / A.V. Tolkachev, O.S. Ablyalimov // Tr. TashIIT, vol. 157/5 / Tashkent in-t. eng. railway transport. - Tashkent, 1979. - S. 40 - 46.
