EVALUATION OF THE TRACTION QUALITY OF THE PATH PROFILE ON SECTION MAROKAND - KATTAKURGAN WITH DIESEL TRACTION

ABSTRACT

The results of studies on the substantiation of the traction qualities and properties of sections of the track profile of the hilly-mountain section of the railway during the movement of freight trains without stops and with stops at intermediate stations, sidings and separate points are presented.

АННОТАЦИЯ

Представлены результаты исследований по обоснованию тяговых качеств и свойств перегонов профиля пути холмисто – горного участка железной дороги при движении грузовых поездов без остановок и с остановками на промежуточных станциях, разъездах и раздельных пунктах.

Keywords: investigation, result, the freight train, the diesel locomotive, railway track, exploitation, the stage, the station, hilly – mountainous.

Ключевые слова: исследование, результат, грузовой поезд, тепловоз, железнодорожный путь, эксплуатация, разъезд, станция, холмисто - горный.

Stable and trouble-free operation of the railway transport of Uzbekistan, in any operating conditions, largely depends on the reliability and efficiency of the use of traction rolling stock. This requires continuous improvement of the technical condition of the rolling stock and ensuring high operational reliability of traction diesel rolling stock by improving and improving the quality of all types of maintenance and repair.  But, the most important task of the locomotive complex is to substantiate the traction quality and properties of the track profile of railway sections.

Complicated projections of the railway route of Uzbekistan on a vertical plane (as well as other countries) consist of ascents, descents and smooth areas. The projection onto a vertical plane consists of sections of different curvature [1]. Depending on this, there are flat, hilly, hilly - mountainous and mountainous railway sections.

The authors of the article carried out research aimed at substantiating the traction qualities and properties of the track profile of the haul of the real section of the railway of Uzbekistan. In the analysis, the parameters of the main indicators of fuel and energy efficiency of various mainline freight locomotives were used.

The object of the study is three-section mainline freight diesel locomotives of the UzTE16M3 series and a straightened longitudinal profile of the track of the Marokand - Kattakurgan section of the hilly-mountainous direction Samarkand - Bukhara of the Joint Stock Company "O'zbekiston temir yo'llari".

The subject of the study is the kinematic parameters of the movement of a freight train of a standard mass of rolling stock and the parameters of the energy efficiency indicators of the investigated diesel locomotives UzTE16M3 on the Marokand - Kattakurgan section of the Uzbek railway.

According to the existing methodology for studying the operation of UzTE16M3 diesel locomotives on a hilly-mountainous section [2,3,4], for each of the hauls on the Marokand - Kattakurgan section, for various types of freight train traffic, we will analyze the influence of the longitudinal profile on the traction qualities of the locomotive. As an evaluation criterion, we take the given values of the total and specific consumption of diesel fuel for train traction [5]. The criterion characterizes the amount of diesel fuel consumed by a diesel locomotive distributed per unit of time of operation of the locomotive power plants in the traction mode in real conditions.

In the article, the kinematic parameters of the movement of a freight train with a standard mass of the composition Q=3000 tons (number of axles m=200) and the consumption of diesel fuel by the main freight diesel locomotives UzTE16M3 on each stage, on the Marokand - Kattakurgan section, of the Joint Stock Company "O'zbekiston temir yo'llari" (table 1 and table 2).

Table 1.

Kinematic parameters of the movement of a freight train along the hauls section Marokand – Kattakurgan, traffic with stops

Table 2.

Consumption of natural diesel fuel by diesel locomotives UzTE16M3 when a freight train moves along the section Marokand – Kattakurgan

According to the calculations made, graphs of the dependence of the consumption of diesel fuel (general and specific) on the type of movement (with and without stops) were built. The calculations are made for a cargo diesel locomotive of the Uzte16M3 type, when it moves on the Mаrokand - Kattakurgan section (Figure 1 and Figure 2).

The values of full-scale diesel fuel consumption for train traction are plotted along the y-axis, where: E, e are, respectively, the total (total) and specific, and E*, e* are, respectively, the reduced total (total) and specific. On fig. 1 and fig. 2, the values of the traction quality evaluation criterion and the properties E* and e* of the track profile are increased, respectively, by 8 times and 20 times. The values of the total (total) E consumption of full-scale diesel fuel in fig. 1 and fig. 2 are reduced, respectively, by 1.2 times and 2 times.

Figure 1. Graphs of natural diesel fuel consumption by diesel locomotives UzTE16M3 on the Kattakurgan - Navoi section, non-stop movement

Figure 2. Graphs of natural diesel fuel consumption by UzTE16M3 diesel locomotives on the Kattakurgan - Navoi section, traffic with stops

From the analysis of the data in Table 1 and works [3,4] it follows that the movement of freight trains on the above-mentioned section of Marokand - Kattakurgan of the Uzbek railway, organized without stops at intermediate stations, sidings and separate points, provides:

• a decrease in train travel time by 8.05 minutes and an increase in the technical speed of movement by 9.75 km/h with an average estimated time per one stop at approximately 2.68 minutes;
• the share of movement in traction modes of 26.72 percent, and idling and braking in 73.28 percent;
• a decrease in the share of traffic in the traction mode and its increase in the idling and braking mode by 5.13 percent compared to the movement of a freight train with stops at intermediate stations and sidings.

Analysis of the result of these studies and data from works [3,4] allows us to draw the following general conclusions.

1. The values of the main indicators of the transportation work mentioned diesel locomotives UzTE16M3 on the section Marokand - Kattakurgan:

• the average estimated travel time of a freight train along hauls with stops at intermediate stations, separate points and sidings and for acceleration - deceleration is 19.83 minutes, 1.35 and 1.78 minutes;
• the average estimated travel time of a freight train on hauls without stops at intermediate stations, separate points and sidings is approximately 17.15 minutes;
• driving freight trains without stops at intermediate stations, sidings and separate points, compared with driving them with stops at them, contributes to a decrease in the total (total) and specific consumption of full-scale diesel fuel, on average, by approximately 26.19 percent;
• consumption of full-scale diesel fuel for one stop at an intermediate station, separate points and sidings is 59.87 kg, and for one acceleration - deceleration this consumption corresponds to 31.80 kg / stop.

2. The value of the reduced consumption of full-scale diesel fuel total (Е*, kg / km) and specific (е*, kg / 10⁴ tkm gross: km) for each stage of the hilly-mountainous section of Marokand - Kattakurgan is:

• on the stretch Marokand - Juma - 11,212 / 4,109 units - traffic without stops and 11,352 / 4,160 units - traffic with stops at sidings, intermediate stations and separate points;
• on the Juma - Nurbulak section - 4.275 / 0.499 and 6.896 / 0.806 units, respectively, when driving without stops and with stops at intermediate stations, sidings and intermediate points;
• on the stretch Nurbulak - Kattakurgan - 4.702 / 0.649 units - movement without stops and 6.512 / 0.898 units - movement with stops at intermediate stations, sidings and separate points.

Analysis of the railway "Samarkand - Navoi - Bukhara" showed that:

1. The segment "Marokand - Kattakurgan " and " Kattakurgan -Juma" is difficult;

2. The segment "Juma - Nurbulak" and "Nurbulak - Kattakurgan " are simple.

The results obtained by the authors of the article should be used by heat engineering instructors and other specialists of the Bukhara locomotive depot to improve the regime maps for driving freight and passenger trains, the Samarkand-Navoi-Bukhara railway line of the Joint Stock Company "O'zbekiston temir yo'llari".

Reference:

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