ANALYSIS OF THE EFFICIENCY OF LOCOMOTIVE TRAСTION ON A HILLY SECTION OF THE RAILWAY

ABSTRACT

Received the numerical values of the kinematic parameters of the movement of freight trains and the energy indicators of the transportation work of diesel locomotives of the 3TE10M, UzTE16M3 series and electric locomotives 3VL80^S in quantitative and monetary terms for the real conditions of the organizationov railway of transportation of goods on a virtual, hilly on difficulty section of the railroad of the railway without stops at intermediate separate points are obtained. It has been proven that electric traction and diesel locomotives UzTE16M3 are economically more profitable than diesel traction and diesel locomotives 3TE10M, therefore, the introduction of the first two positions into the practice of the Uzbek railways will undoubtedly increase the efficiency of using both types of traction of the locomotive fleet of JSC "O'zbekiston temir yo'llari".

АННОТАЦИЯ

Получены численные значения кинематических параметров движения грузовых поездов и энергетических показателей перевозочной работы тепловозов серий 3ТЭ10М, UzTE16M3 и электровозов 3ВЛ80^С в количественном и денежном исчислении для реальных условий организации железнодорожных перевозок грузов на виртуальном, холмистом по трудности, участке железной дороги без остановок на промежуточных раздельных пунктах. Доказано, что электрическая тяга и тепловозы UzTE16M3 экономически являются наиболее выгодными, чем дизельная тяга и тепловозы 3ТЭ10М, поэтому внедрение первых двух позиций в практику работы узбекских железных дорог, несомненно, обеспечит повышение эффективности использования обоих видов тяги локомотивного парка АО «Ўзбекистон темир йўллари».

Keywords – locomotive traction, freight train, diesel locomotive, railroad, electric locomotive, diesel traction, electric traction, section, virtual.

Ключевые слова – локомотивная тяга, грузовой поезд, тепловоз, железная дорога, электровоз, дизельная тяга, электрическая тяга, участок, виртуальный.

These studies are devoted to assessing the energy efficiency and comparing the main indicators of locomotives of electric and diesel traction on a virtual hilly section of the railway, based on the values of the indicators of the transportation work of the investigated three-section electric locomotives 3VL80^S and of diesel locomotives 3TE10M, UzTE16M3.

To implement the above, we use the recommendations [1, 2] and research results [3-5, 7]. According to [7], for the generalizing criteria of the above estimates and comparisons, we accept the reduced costs of funds per one kilometer of the railway track and the K_E coefficient for evaluating the efficiency of using different types of locomotive traction.

In table 1 presents data on the technical speed and motion time of freight trains for different driving modes and, accordingly, various conditions for organizing freight traffic (traction calculation options), as well as the amount of natural diesel fuel consumed diesel locomotives and electric energy by electric for a trip for virtual hilly section railroad. An asterisk * denotes values including value added tax (VAT).

Table 1

The main indicators of the transportation work of locomotives on a virtual hilly section of the railway track

The above values characterize the movement of freight trains without stops at intermediate stations in the considered range of train mass fluctuations from Q₁ = 2500 t to Q₃ = 3500 t with a change interval of ΔQ = 500 t and a constant number of axles in the composition m = 200 axles. The load on the axles of the wheel sets of the rolling stock was approximately q₁ = 12,5 t/axle, q₂ = 15,0 t/axle and q₃ = 17,5 t/axle.

Based on the data in Table 1, taking into account [3-5, 7] and the standards of "Temiryulenilgyta'min" for the selling price of one kilowatt - hour of electric energy and one ton of full - scale diesel fuel for linear enterprises of the locomotive complex, were determined the costs of fuel and energy resources for train traction in monetary terms for the studied locomotives.

The specific cost of rail transportation of goods on various types of locomotive traction was determined by the following dependencies [6]:

- diesel locomotive traction –

                                            (1)

- electric locomotive traction –

                                           (2)

Where Е – diesel fuel consumption per trip, kg; А – electrical energy consumption per trip, kWh; L – plot length for calculation, km; Ц_f, Ц_e – selling price for the consumption, respectively, of one ton of diesel fuel and one kilowatt-hour of electrical energy, soums.

The K_E coefficient for evaluating the efficiency of various types of locomotive traction, which is equal to the ratio of the specific costs of diesel fuel c_f and electric energy c_e to each other, that is, K_E = c_f / c_e, is taken as a criterion for the energy efficiency of traction (main) rolling stock.

Cash costs for rail transportation of goods for locomotives of electric and diesel traction were calculated according to the tariff [6]. The cost of one kilowatt - hour for electric energy was Ц_e = 87,04 soums / kWh (excluding VAT) and Ц_e = 104,40 soums / kWh - including VAT, and for one ton of full-scale diesel fuel - Ц_f = 1770,45 thousand soums /t.

On fig. 1 shows the criteria for evaluating the efficiency of using diesel and electric locomotives when driving freight trains on a virtual hilly section of the railway, where the values of the unit cost of electric energy, including VAT, are increased by 1,5 times. The values of the K_E coefficient for evaluating the efficiency of different types of locomotive traction for diesel locomotives UzTE16M3, 3TE10M (excluding VAT) are increased by 4 times and reduced by 2 times for diesel locomotives 3TE10M, including VAT.

Figure 1. Criteria for the efficiency of using locomotives on a virtual hilly section of the railway

Analysis of the research results showed the following:

- for both types of traction, a decrease for every ∆Q = 500 tons of train mass from 3500 tons to 2500 tons also leads to a decrease in the cost of transporting goods, on average, by approximately 4,66 – 7,66 and 4,83 – 7,52 percent (diesel locomotives UzTE16M3 and 3TE10M), and by 8,95 – 11,21 percent - electric locomotives 3VL80^S;

- diesel locomotives UzTE16M3, in comparison with diesel locomotives 3TE10M, provide a reduction in diesel fuel consumption for train traction and the cost of rail transportation of goods, on average, by 10,62 percent;

- electric locomotives 3VL80^S are more efficient ("more economical") than diesel locomotives UzTE16M3 and 3TE10M, on average, respectively, by 4,39 (3,65) and 4,91 (4,09) times - Q₁ = 2500 tons; 4,21 (3,52) and 4,51 (3,83) times - Q₂ = 3000 t; as well as 4,03 (3,43) and 4,51 (3,93) times - Q₃ = 3500 tons. In parentheses, the values for the tariff for one kilowatt-hour of consumed electrical energy are given, taking into account value added tax (VAT);

- electric traction, in comparison with diesel traction, will undoubtedly "pollute" the atmosphere with harmful substances much less.

The results of the studies carried out confirm (prove) the advantage of electric traction over diesel traction, and UzTE16M3 diesel locomotives over 3TE10M diesel locomotives, which is quite logical, correct and agrees quite well with studies [6,7 and others].

Therefore, the electrification of the Uzbek railways, taking into account the transition from diesel to electric traction and the replenishment of the locomotive fleet with mainline diesel locomotives of the UzTE16M series in various sectional designs and modern high-performance freight and passenger electric locomotives "Uzbekistan", will certainly take place not only in the now, but also in the long term.

The introduction of the above into the system of organization of the transportation process, the practice of operation and work of locomotives, will increase the carrying capacity and throughput of railways, the efficiency of using diesel and, especially, electric traction, the operated locomotive fleet as a whole, as well as provide better economic and environmental performance, taking into account reducing the cost of all types of rail transportation.

Reference:

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