REDUCE TIME AND FUEL CONSUMPTION IN TRAIN CONTROL MODE

ABSTRACT

The procedure for efficient control of locomotives moving in the direction of the Tinchlik-Nurota railway section is shown, and examples of calculating the effective movement of the locomotive at specified points of the Tinchlik-Nurota section are given.

АННОТАЦИЯ

Показана процедура эффективного управления движением локомотивов в направлении железнодорожного участка Тинчлик-Нурота и приведены примеры расчета эффективного движения локомотива в заданных точках участка Тинчлик-Нурота.

Keywords: payoff parameter, work option, generalized table, optimal trajectory, mode characteristics, choice.

Ключевые слова: параметр выигрыша, вариант работы, обобщённая таблица, оптимальная траектория, характеристика режима, выбор.

This study is dedicated to the justification of increasing the fuel efficiency of locomotive transportation by improving the mode and mode of locomotive management in the real conditions of the organization of transportation on the locomotives of Uzbekistan railways. Fuel consumption improvement calculations for the selected Tinchlik-Nurota section (route) take into account the travel times and standard fuel consumption for the crossing points of this section, the capacity of this section and the data for train control. Annual reduction of the final version of the slave time fuel-efficient mode was carried out, while at the same time, Uzbekistan Railways includes the selection of the minimum amount of costs allocated to locomotives.

Recommendations for the selection of an improved control mode by experts and drivers Pt Vr should cover all possible cases of the combination of the values of Q=1750 and m=36 for this option of the operation, according to our proposal tp=const , that is, according to the train schedule given For the accepted Vr operation, we consider the entire zone of Qn-Qq, Mn-Mk values (variation range) as approximately constant, we divide the total resistance to the movement Wk by gradations based on the acceptance condition, and its value is determined by the following formula we allow you to find.

Therefore, the vibration limit *Wk=500-1000 kg/force can be set for this variant of the operation Vr, the gradation of the weight of the system Q and the number of axes of the system m. there must be an exit

Figure 1. In Tinchlik-Nurota sections, the values of Eg, Egn, and Ex should change depending on the locomotive control mode and the selected mode of the specialist and driver

According to the results of the calculations and the above-mentioned recommendations, the directional operation of locomotives on the Tinchlik-Nurota section is somewhat inconsistent with the fast delivery of yuccas on the section.

If we achieve changes in Eg, Egn, and Ex values depending on the mode of operation of the locomotive and the mode of control by a specialist driver in the sections between Tinchlik-Nurota presented in Figure 1, the summary annual indicator of income parameters, Uzbekistan Railways If the economic costs of trains are reduced, then according to the control mode given by the specialist, it would be appropriate to reduce the time of movement of trains and reduce the standard fuel consumption to a minimum level. Of course, in this case, the use of locomotive control modes by using an improved way of control requires a very important profession.

For example, practical research work was carried out on UzTE16M3 diesel locomotive No. 001 for freight locomotives on the Tinchlik-Nurota route, and the total distance on this route was 173.5 km Q=2081 tons, 262 minutes in the given table and the actual technical speed 48 km/h, section A-471.9 kg, section B-643.5 kg, section V-665 kg according to table standards: Total fuel consumption of 1750.4 kg was determined. The calculation of Eg value for the annual reduced expenses of Uzbekistan Railways for planning working conditions gave the value of Eg=24500000 soums per month. Calculations made with the selection of the route time in the following section and the control mode of the movement of the locomotive made it possible to save E=598 kg of diesel fuel in the full volume of the locomotive for the total movement time of the locomotive tx=198 minutes and, accordingly, the total cost Eg=24500000 soums per month, i.e. reduced by 3.8 percent. If there are sections of the road profile that are difficult to follow, the extremely long travel time in the Tikhlik-Nurota sections will cause the Eg values to shift "to the right" in these sections (shown in Figure 1 ). UzTE16M3 confirms the need to calculate the effective running time of the locomotive from Tn, the most effective running time of the locomotive.

Table 1.

Information

Table 1 and Figure 1 show calculations for Tinchlik - Karmana, Karmana - Kanimex, Kanimex - Zafarabad, Zafarabad - Gulabad, Gulabad - Taraqqiet, Taraqqiet - Karakatta, Karakatta - Ascension, Ascension – Tinchlik, Tinchlik - Nurota sections. the results of the book are presented, which show the feasibility of implementing the effective operation of railways for freight transportation. The following preliminary data were obtained to justify the optimization of the fuel ratio.

The work performed in these practices, as well as the examples and practical calculations show that, as a rule, the driving time of the course for the traffic schedule is more than the time obtained as a result of weight calculations according to the recommendations [2,3] ra takes less time in the specified section. It is shown in the schedule of trains related to the desire to reduce the fuel consumption of locomotives on the site by a certain amount and to ensure a certain level of reliability of the operation of locomotives.

However, changes in the running time of these locomotives are mainly based on experience with appropriate feasibility studies.

The skill shown in the work done allows us to change the running time of the locomotive for specific target conditions, which provides effective economical locomotive costs. Using the high-probability deterministic position of nkc with the average weight of the locomotive Q_ for each stage and the average number of axles in the train mp-280, it is possible to carry out traction calculations in the railway administration, which makes their results realistic are solutions that approximate conditions and improve conditions.

Determining the effective improved position of the locomotive driver is based on work experience and computerized improved fuel economy guidelines and economic calculations. In this case, due to the corresponding change of positions of the locomotive driver with Q≠Qr, it is possible to fulfill the set time.

In the development of the schedule of locomotives, it is possible to give an indefinite time for the locomotive to travel along the route, but also the limits of its change from the value of the effective small tr=daq obtained at the calculated position of the locomotive driver, until the effective movement time of the locomotive is up to tn*. Then the time standards of the locomotive schedule will not deteriorate and there will be no difficulty in laying the railway lines or reducing the throughput, which means that the locomotive will have to be used at or near the most improved time.

This provides a certain volume of locomotive transportation work and allows to obtain greater national-economic efficiency. When drawing up a train schedule, all possibilities should be used to bring the accepted movement times closer to their effective values.

At present, the towing calculation works by the road authorities ensure the implementation of a certain transport, but determine the maximum load-carrying capacity of the sections without reflecting the actual average conditions. The practical organization of locomotive transportation services, if they are carried out according to the average current conditions of locomotive transportation works in the above-mentioned sections and taking into account the perspective of their improvement works, it is important that locomotives are reflected in the traction calculations. plays

Computer software for QP, MP, ZP and NKC makes it possible to take into account specific opportunities for improving the organization and technology of locomotive transportation. Let us distinguish the following software calculations

Table 2.

Software calculations

Reference:

1. Ablyalimov O. S. Substantiation of the gain parameter in the problems of optimizing the transportation work of locomotives [Text] / O. S. Ablyalimov // Universum: technical sciences: electron. scientific magazine 2020. No. 9 (78). pp. 35-39. DOI: 10.32743/UniTech.2020.78.9-1.
2. Ablyalimov O.S. Optimization of transportation work of locomotives: questions of theory, methods, calculations, results [Text] / Monograph. - "Complex Print nashriyoti", 2020. - 488 p.
3. Ablyalimov O. S. Efficiency of methods for normalizing energy consumption for train traction [Text] / A. V. Tolkachev, O. S. Ablyalimov // Tr. TashIIT, vol. 105 / Tashkent in-t. eng. railway transport. - Tashkent, 1974. - S. 27 - 35.