TO THE QUESTION OF OPERATION OF 4TE10M DIESEL LOCOMOTIVES AT THE SECTION TASHGUZAR – KUMKURGAN OF THE UZBEK RAILWAY

ABSTRACT

The results of substantiation of the kinematic parameters of the movement of freight trains and indicators of the energy efficiency of diesel locomotives 4TE10M without stops and with stops on the mountain section of the Uzbek railway in quantitative terms are presented. A comparative analysis of these parameters and indicators made it possible to identify the most difficult stage of the studied real section of the railway. The data obtained by the authors are recommended for practical use in assessing the throughput and carrying capacity, as well as the complexity of the profile track of the Karshi-Termez railway of the Uzbek railway.

АННОТАЦИЯ

Представлены результаты обоснования кинематических параметров движения грузовых поездов и показателей энергетической эффективности тепловозов 4ТЭ10М без остановок и с остановками на горном участке Узбекской железной дороги в количественном исчислении. Сопоставительный анализ указанных параметров и показателей позволил выявить самый трудный перегон исследуемого реального участка железной дороги. Полученные авторами данные рекомендуются для практического использования при оценке пропускной и провозной способности, а также сложности профиля пути железнодорожного направления Карши – Термез Узбекской железной дороги.

Keywords: investigation, result, the freight train, the diesel locomotive, railway, railway, traction mode, idling and braking mode, mountainous.

Ключевые слова: исследование, результат, грузовой поезд, тепловоз, железная дорога, режим тяги, режим холостого хода и торможения, горный.

The driving of freight trains on the railways of Uzbekistan, organized by diesel locomotives, has a significant impact on improving the efficiency of the use of railway transport and its locomotive fleet, in particular.

Studying the conditions and determining the parameters of the main performance indicators of four-section mainline (train) freight diesel locomotives of the 4TE10M series on the mountain section of the railway with the development of measures and recommendations aimed at finding the possibility of improving the energy efficiency of the locomotive fleet is an urgent and significant task.

Studies [1-4] of Russian scientists are not directly related to the actual conditions of rail transportation of different types, views and contents of goods on sections of Uzbek railways of various complexity.

The present research is a continuation of the work [5] and was carried out based on the recommendations of [6] and the algorithm developed by the authors for the implementation of the goal, taking into account the initial data [7].

In table 1 and table 2 shows the results of the traction calculation for diesel locomotives 4TE10M when they drive freight trains with a train mass Q = 2500t and the number of axles m = 200 axles in the mentioned section, where traffic is organized without stops at intermediate stations.

Table 1.

Travel time of a freight train on hauls per passage and intermediate stations for deceleration – acceleration

Table 2.

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

Comparative analysis of the data in table 1 and table 2 showed that the movement of freight trains without stops at intermediate stations in relation to the mentioned movement with stops at them provides:

• a decrease in the train running time by 6.53 minutes with an increase in the technical speed of movement by 0.76 km/h with an average estimated time per stop of 0.82 minutes;
• the share of movement in modes traction - 35.57 percent, and in idling and braking modes - 64.43 percent;
• in relation to the running time of the train with stops, a decrease in the time of movement in the traction mode by 1.16 percent and an increase in the idling and braking modes, respectively, by 1.51 percent and 5.02 minutes.

In table 3 and in fig. 1, respectively, shows the results of calculations of the total and specific consumption of diesel fuel at the Tashguzar-Kumkurgan section and shows diagrams indicating an approximately uniform distribution of the mentioned costs, relative to their average value, on five of the eight hauls of this section. Figure 1 shows: 1.1' and 2.2', respectively, the total and specific consumption of diesel fuel.

Table 3.

Diesel fuel consumption by diesel locomotives 4TE10M during the movement of a freight train along the section Tashguzar - Kumkurgan of the Uzbek railway

Figure 1. The nature of the distribution of the total and specific consumption of diesel fuel for hauls on the section Tashguzar – Kumkurgan

Based on the results of the research, the following general conclusions can be drawn:

• the estimated net time of a freight train running along hauls and for acceleration-deceleration at intermediate stations was established;
• driving freight trains with stops, compared to driving without stops, provides an increase in fuel consumption by approximately 0.91 percent;
• diesel fuel consumption for one stop at intermediate stations is approximately 7.36 kg, and for one acceleration-deceleration this consumption, on average, corresponds to 17.0 kg / stop;
• the average value of the total and specific consumption of diesel fuel for five hauls of the section is, respectively, 89.724 kg and 17.71 kg / 10⁴ tkm gross – traffic with stops; 77.95 kg and 15.19 kg / 10⁴ tkm gross - movement without stops;
• on the Darband - Boysun section, the increase in the total and specific consumption of diesel fuel compared to their average values is, on average, 4.58 ... 3.69 times, and on the sections Tashguzar - Dekhkanabad and Dekhkanabad - Acrobat, respectively, 16, 21...18.64 and 24.63...28.26 times.

Therefore, along the track profile of the Tashguzar - Kumkurgan section, the Tashguzar - Dekhkanabad and Dekhkanabad - Acrobat sections are the most difficult, the Darband - Boysun section is medium in difficulty, and the remaining five stages are easy sections.

The results of the study obtained by the authors will be used, in the future, in assessing the throughput and carrying capacity of the Tashguzar - Kumkurgan section and determining the traction quality of the profile of track of the railway direction Karshi - Termez of the Uzbek railway.

Reference:

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