TO INCREASING THE EFFICIENCY OF OPERATION OF 3VL80S ELECTRIC LOCOMOTIVES ON THE KUMKURGAN - TASHGUZAR SECTION OF UZBEK RAILWAY

ABSTRACT

The results of studies on the justification of the kinematic parameters of the movement of freight trains with a fixed train mass and the energy indicators of the transportation operation of 3VL80^S electric locomotives without stops and with stops on a real mountain section of the railway are presented. The specified parameters and indicators were obtained in the form of tabular data and graphical dependencies, a comparative analysis of which made it possible to identify the most difficult stage of the studied section of the Uzbek railway. The data obtained are recommended for practical use by the specialists of the Termez locomotive depot operation department, related to the transportation work of traction electric rolling stock.

АННОТАЦИЯ

Представлены результаты исследований по обоснованию кинематических параметров движения грузовых поездов с фиксированной массой состава и энергетических показателей перевозочной работы электровозов 3ВЛ80^С без остановок и с остановками на реальном горном участке железной дороги. Указанные параметры и показатели получены в виде табличных данных и графических зависимостей, сопоставительный анализ которых позволил выявить самый трудный перегон исследуемого участка Узбекской железной дороги. Полученные данные рекомендованы для практического использования специалистами отдела эксплуатации локомотивного депо Термез, связанных с перевозочной работой тягового электроподвижного состава.

Keywords: investigation, result, the freight train, the electric locomotive, railway track, parameter, analysis, time, speed, the station, mountainous.

Ключевые слова: исследование, результат, грузовой поезд, электровоз, железнодорожный путь, параметр, анализ, время, скорость, станция, горный.

The present research is devoted to the determination and analysis of the parameters of the main indicators of the use of main three-section electric locomotives 3VL80^S when driving freight trains with a unified mass of the composition Q = 2500t and the number of axles m = 200 axles on the most difficult section Kumkurgan - Boysun - Tashguzar of the Termez - Karshi direction, as well as assessing the traction the quality of the profile and track of the path of this section.

The foregoing is confirmed by the results of studies [2-6] by scientists from near and far abroad, which, having a certain scientific interest and practical significance, are completely unrelated to the substantiation of the parameters of the main indicators of the energy intensity of the transportation operation of traction rolling stock and the efficiency of its use in relation to the real conditions of organizing freight traffic on the railway sections of the Uzbek railways, taking into account the degree of complexity of their track profile.

The above assessment is made not by the virtual characteristics of the track profile [1], but by the total (total) and specific consumption of electric energy for train traction and their reduced values.

The basis for the implementation of the goal is traction calculations performed by the authors, taking into account the recommendations [7] and the initial data [8].

The results of the traction calculation for the studied electric locomotives 3VL80^S on the mountainous section of Kumkurgan - Tashguzar are presented in table 1 and table 2.

Table 1.

Travel time of a freight train when moving along hauls and on the section Kumkurgan - Tashguzar of the Uzbek railway

Table 2.

Electricity consumption by electric locomotives 3VL80^S during the movement of a freight train on the section Kumkurgan - Tashguzar of the Uzbek railway

From the analysis of the data in table 1 it follows that the movement of freight trains on the section Kumkurgan - Tashguzar, organized with stops at intermediate stations, provides:

• an increase in the travel time of the train by 18.54 minutes with a decrease in the technical speed of movement by 4.59 km/h with an average estimated time per stop of 2.31 minutes;
• the share of movement on modes traction 34.15 percent, and idling and braking 65.85 percent;
• an increase in the share of movement in the traction mode and its decrease in the idling and braking modes, respectively, by approximately 0.75 percent in relation to the time the train travels without stopping at intermediate stations.

The nature of the distribution of the total and specific consumption of electrical energy by 3VL80^S electric locomotives along the hauls of the mountain section Kumkurgan - Tashguzar during the movement of freight trains with stops at intermediate stations and the indicator of the difficulty of the track profile of this section are shown in fig.1.

In figure 1, the stages are marked: 1 - Kumkurgan - Tangimush, 2 - Tangimush - Boysun, 3 - Boysun - Darband, 4 - Darband - Shurab, 5 - Shurab - Aknazar, 6 - Aknazar - Acrobat, 7 - Acrobat - Dekhkanabad, 8 - Dekhkanabad - Tashguzar.

Figure 1. Dynamics of electric energy consumption by electric locomotives 3VL80^S on the hauls of the section Kumkurgan - Tashguzar of the Uzbek railway

An analysis of the results of the studies carried out allowed us to draw the following general conclusions.

1. The values of some basic indicators of the use of electric locomotives 3VL80^S on the mountain section Kumkurgan - Tashguzar are determined:

• the average estimated net travel time of a freight train by hauls and for acceleration - deceleration at intermediate stations is approximately 1.70 and 0.64 minutes, respectively;
• driving freight trains with stops, compared to similar driving without stops, leads to an increase in total and specific electricity consumption by approximately 2.22 and 2.21 percent;
• the consumption of electric energy for train traction for one stop at intermediate stations, on average, is 48.26 kWh / stop.

2. The value of the reduced electricity consumption of the total (А*, kWh/km) ∕ specific (а*, Wh/tkm: km) for the stretches of the Kumkurgan - Tashguzar section is:

• on the most difficult stages Darband - Shurab, Shurab - Aknazar and Aknazar - Acrobat, respectively, 161.17 / 8.06, 164.05 / 6.82 and 157.2 / 3.55 units - movement with stops and 157, 67 / 7.88, 160.48 / 6.67 and 153.76 / 3.47 units - non-stop movement;
• on the Tangimush - Boysun section of average difficulty - these are 128.23 / 1.54 and 131.08 / 1.57 units, respectively, when driving without stops and with stops at intermediate stations;
• on the remaining four conditionally light and easy hauls, there is a fluctuation from 83.14 / 1.51 to 19.13 / 0.135 units - movement without stops and from 84.97 /

1.54 to 19.55 / 0.138 units movement with stops.

Thus, according to the profile of the path of the mountainous section Kumkurgan - Tashguzar, the stages Darband - Shurab, Shurab - Aknazar and Aknazar - Acrobat are the most difficult, the section Tangimush - Boysun is medium in difficulty, relatively easy sections - Kumkurgan - Tangimush and Boysun - Darband, and the most lungs - hauls Acrobat - Dekhkanabad and Dekhkanabad - Tashguzar.

The main indicators of the transportation work of 3VL80^S electric locomotives obtained by the authors and the values of the indicator of the difficulty of hauls of the mountain section Kumkurgan - Tashguzar of the Uzbek railway can be implemented:

• firstly, to determine the traction quality of the track profile and route of the railway line (direction) Termez - Karshi;
• secondly, to assess the impact of the values (values) of these indicators on the throughput and carrying capacity of this part of the railway, taking into account the cash costs for freight rail transportation.

Reference:

1. Babichkov A. M. Traction of trains [Text] / A. M. Babichkov, V. F. Egorchenko // Textbook for universities of railway transport. - M.: Transport, 1962. - 264 p.
2. Nekhaev V. A. Some mathematical aspects of the study of a “rigid” dynamic model describing the interaction of a wheel and a rail [Text] / V. A. Nekhaev, V. A. Nikolaev // Scientific and technical journal Izvestia Transsib / Omsk State Transport University. - Omsk, 2015. No. 4 (24). - pp. 45 - 56.
3. Moskalev Yu. V. Determination of the location and power of the compensating device in the traction power supply system of alternating current of a double-track section according to the minimum loss of active power [Text] / Yu. V. Moskalev, G. G. Akhmedzyanov // Scientific and technical journal "Izvestia Transsib" / Omsk State Transport University. - Omsk, 2016. No. 2 (26). - pp. 100 - 107.
4. Naidoo P. N., Mulder J.М. (2017) Improved distributed power train handling strategies // 11th International Heavy Haul Association Conference. Cape Town, 2017. pp. 1118-1124．
5. Michal G, Huynh N, Shukla N, Munoz A, Barthelemy J (2017) RailNet: A simulation model for operational planning of rail freight. Transportation Research Procedia 25: рр. 461-473.
6. Li S, Lv H, Xu C, Chen T, Zou C (2020) Optimized Train Path Selection Method for Daily Freight Train Scheduling 8: рр. 40777-40790 DOI: 10.1109/access.2020.2976904.
7. Ablyalimov O. S. Fundamentals of train traction [Text] / O. S. Ablyalimov, D. N. Kurilkin, I. S. Kamalov, O. T. Kasimov // Textbook for higher educational institutions of railway transport. Under the general editorship of O. S. Ablyalimov. - Tashkent: "Complex Print" nashriyoti, 2020. - 662 p.
8. Ablyalimov O. S. Research on the operation of 3VL80^S electric locomotives on the Kumkurgan - Tashguzar section [Text] / O. S. Ablyalimov // Improving the efficiency of use and improving the system of maintenance and repair of locomotives: Interuniversity thematic collection of scientific papers. - Omsk: OmGUPS, 2014. - pp. 18 - 23.