Modern Locomotives Research Articles

ОЦЕНКА ЭНЕРГЕТИЧЕСКОЙ ЭФФЕКТИВНОСТИ ЛОКОМОТИВОВВ ЭКСПЛУАТАЦИИ

The article discusses the methodology for assessing the energy efficiency of locomotives under operating conditions according to data recorded by on-board microprocessor control systems of modern locomotives. It is based on the energy approach, which allows to estimate the losses in each element of energy conversion on the locomotive. The coefficient of efficiency of equipment operation and the energy resource overrun coefficient are proposed, which make it possible to assess the energy efficiency of the operation of traction equipment and the locomotive as a whole under operating conditions, as well as the resulting cost overrun of energy resources due to the predominance of operating modes other than nominal. The energy efficiency of the traction equipment of diesel locomotives 2TE25KM and TEP70BS was assessed.

Исследование усталостного старения изоляции тяговых электродвигателей тепловозов при циклической нагрузке

Purpose: To analyze the processes of fatigue aging of the insulation of traction electric machines of locomotives under cyclic loads in operation. Methods: When solving typical problems of fatigue strength of insulating materials of electric locomotives, periodic loading cycles are used in the study. Results: The analysis of the processes of fatigue aging of insulation materials of electrical machines shows that the main parameters that increase the intensity of aging are the frequency and amplitude of the heating cycle. Thermomechanical stresses increase with rise of heating speed and temperature amplitude. Practical significance: Determination of the fatigue characteristics of the insulation material is very important when modeling its damage, which will increase the reliability of electric machines of modern locomotives at the stages of design, manufacture, modernization and operation.

Improving the temperature resistance of traction electric motors using a microprocessor control system for modern locomotives

Temperature control of traction electric motors running on direct current with the help of a modern microprocessor-based locomotive control system is analyzed in the paper. Development of a methodology for calculating the temperature of the windings of traction electric motors operating on direct current, based on a modern control system has been discussed. To determine the dependence of the temperature of traction motors on the motion profile and weight of the rolling stock.

ОБЕСПЕЧЕНИЕ БЕЗОПАСНОСТИ ДВИЖЕНИЯ В УСЛОВИЯХ ВНЕШНЕЙ СРЕДЫ ВОСТОЧНОГО ПОЛИГОНА

The conformity of modern locomotives to the environmental conditions of the Eastern Polygon − the Baikal-Amur and Trans-Siberian railways of JSC «Russian Railways» was assessed. Recommendations have been developed to ensure traffic safety in the conditions of the external environment of the Eastern Polygon.

Modeling frame of a diesel locomotive bogie in solidworks software

The article considers the possibility of using the finite element method for strength calculations of nodes and parts of modern locomotives. There are examples of solid-state models construction of bogie frames in SolidWorks software package. Developed finite-element models allow determining the tense-strained state of the elements of the crew part of locomotives. The final outcome of modeling is the construction of stress distribution diagrams in the locomotive bogie frame. The data obtained as a result of finite-element modeling can be recommended for use when creating new modern units of locomotives as well as for modernizing and increasing the reliability of existing.

Towards modern railroads

The historical events that predetermined the current state of domestic railways in the context of the daily life of compatriots are described. It is emphasized that, having given birth to a new tradition of messages, the Russians have created a new system of relations with the world.The railroad played a leading role in this and has a long and honorable history. The railway, the famous Russian cast-iron, has a long and honorable history. They gave a huge impetus to the development of mail and telegraph (the telegraph was already on the first highway St. Petersburg — Moscow, Tsar Nicholas expressed the liveliest interest in it, asked the telegraph operator to find out the weather in St. distance.Subsequently, the appearance of the cast iron changed: a contact network with a walking row of poles, modern locomotives and wagons, reinforced concrete sleepers, standard structures came to it, a train ticket can be taken without leaving home — this is inevitable and correct. In 1988, the railways of the USSR carried a quarter of the world freight turnover. Without railways, one cannot imagine the history and fate of the Russian state, and literally in all areas of its life.

Application of elastically protected hydraulic vibration damper in spring suspension of locomotives

Introduction. In the undercarriage of modern locomotives hydraulic vibration dampers are widely used to dampen vertical vibrations that occur in the axlebox stage of the spring suspension. Their resistance force is directly proportional to the deformation rate of the spring set. High levels of vibration frequencies and amplitudes in the axlebox stage lead to a significant increase in the strain rate and dissipative forces, which causes frequent failures of hydraulic vibration dampers. Therefore, issues related to improving the performance of axlebox hydraulic dampers are actual.Materials and methods. In order to evaluate the effectiveness of elastically protected hydraulic vibration damper in axlebox suspension, the authors studied the vibrations of a simplified model of a 2ES5K electric locomotive with a typical layout of the axlebox stage of spring suspension and a circuit with an elastically protected hydraulic vibration damper. The authors used a high-frequency random process as a kinematic perturbation of vibrations. The system of differential equations was solved in the MatLab — Simulink software package by numerical integration using the Runge — Kutta method of the fourth order. As a result of the solution, realisation of stationary and ergodic random processes were obtained. Results. The comparison of the obtained characteristics of random processes of vibrations of these two options showed that the use of an elastically protected axlebox vibration damper significantly reduces the frequency range and amplitudes of dissipative forces, which ensures a reduction in the number of axlebox damper failures and an increase in the number of runs before replacement is required.Discussion and conclusion. The shown efficiency of using an elastically protected axlebox vibration damper allows increasing the reliability of the damper. In order to determine the distance run between overhauls, it is necessary to carry out a controlled operation cycle or test the prototype axlebox assembly with the elastically protected vibration damper and measure the parameters of such assembly.

Devising a procedure for calculating the technical condition index of locomotive nodes based on monitoring results

The widespread introduction of information technologies in the systems that manage technical fleets, the use of maintenance and repair systems based on risk assessment, is based on the calculation of a large enough number of indicators. Modern locomotives are equipped with systems for monitoring and diagnosing technical condition. Combining these systems with the Internet of Things and Big Data technologies provides an opportunity to use completely new approaches to fleet management. At the initial stage of the construction of such systems, it is necessary to devise criteria that make it possible to automatically determine the technical condition of a locomotive and its components in order to identify the locomotive in the total fleet that requires maintenance or repair. A procedure has been proposed for calculating the technical condition index of locomotives and their components based on data from monitoring systems. The procedure is based on the formation of latent diagnostic parameters employing the principal component method and on the subsequent calculation of the weight coefficients of these parameters applying the method of hierarchy analysis. The special feature of the proposed procedure is that when calculating the index, those latent diagnostic parameters are used that are derived from the group of control parameters whose weight coefficients are computed using the method of hierarchy analysis without involving experts. This paper reports the results from calculating the informativeness of the diagnostic parameters of load, loss, input, as well as their weight coefficients. The highest information content, from 0.5 to 0.85, is demonstrated by the load parameter; the smallest (0.05‒0.26) ‒ the input parameter. The average value and the dependences of changes in the technical condition index of a hydraulic transmission during the tests have been determined. Analysis of the technical condition index makes it possible to assess the transmission's response to changes in test modes, the dynamics of changes in losses

Методы приема и синхронизации сигналов автоматической локомотивной сигнализации

The article discusses the problems of existing methods of receiving automatic cab signalling on railway transport, an original method of receiving and processing data is proposed. The need to solve the problems is due to the requirement of a qualitative improvement in the reliability of receiving codes, and as a consequence, the capacity of existing lines. First of all, this refers to a significant increase in the quality of reception and processing of information flows from rail lines. Today it is difficult to imagine the organization of the movement of rolling stock without relying on automatic block systems with secondary sealing of tonal track circuits by frequency modulation signals or automatic cab signaling without the use of multivalued automatic cab signaling with phase-difference modulation. Taking into account the objective fact of noise emission from the operation of energy-intensive railway equipment and modern locomotives, the issues of reliability and noise immunity of receiving discrete information (including signals of traditional automatic cab signaling) are becoming more and more urgent. Analysis of the reasons for the decrease in the reliability and noise immunity of railway automation and telemechanics systems, and, consequently, traffic safety also comes to the fore.

Performance assessment of railway track under the impact of longitudinal forces during the implementation of maximum traction modes when using electric locomotives with an asynchronous traction drive

Strategic task of increasing carrying capacity of railways requires a constant increase in the mass of trains due to the passage of heavy and coupled trains. Development of heavy haul traffic is one of the most significant technological solutions aimed at increasing efficiency of using the infrastructure's capacity. In this case, capabilities of the track infrastructure become decisive. The article presents the results of experimental studies of the performance of a continuous welded track under the influence of longitudinal forces arising from the motion of modern locomotives with an asynchronous traction drive in the modes of maximum traction and electrodynamic braking. It is shown that it is necessary to take these forces into account when calculating continuous welded track for strength and stability. The object of testing was a railway track under the influence of increased longitudinal forces during the motion of the 2EV120 electric locomotive with the implementation of various traction modes and electrodynamic braking. Tests were carried out on three sections of the Test Center's track of the JSC VNIIZhT, the experimental joint was equipped with special strain gauge pads designed to measure longitudinal forces. According to the research results, it can be noted that the longitudinal forces in the rails caused by the implementation of the maximum traction forces and electrodynamic braking can reach up to 25 % of the maximum temperature forces. The real forces of resistance to the longitudinal displacement of rails in the nodes of intermediate fasteners when tightened with the force provided by the standards are about 3-4 kN, which is significantly lower than the standard values of 14-16 kN, and may be a consequence of the wear of the elements of intermediate fasteners and the state of friction surfaces. These phenomena can cause longitudinal displacement of both individual rail lines and the grid as a whole. The development of a set of measures to prevent this phenomenon requires a wide range of studies in real operating conditions, including optimization of traction and braking modes of driving heavy haul trains.

Organization of Repair of Locomotives on the Data of Moni-toring Their Technical Condition

The article discusses the structure of the organization of current repairs of modern locomotives equipped with microprocessor control and diagnostic systems. Based on these sys-tems, remote monitoring of the technical condition of locomotive units has been implemented. The block diagram of the recommendatory nature of the organization of current repairs using diagnostic information is presented. The above algorithm allows predicting the residual life by any of the studied parameters, thereby determining the mileage at the moment of which a fail-ure occurs on some parameter. This gives a huge advantage in preventing incidents, as well as in the long-term planning of repair work on wheel turning and rolling, based on the remaining life. Thus, the well-coordinated organization of current repairs using diagnostic information, allows operational methods to eliminate the faults of the nodes. A recommender structure in the form of a single integrated system for organizing repair cycles will allow establishing links between the involved repair personnel in the form of electronic terminals for notification of the actual technical condition of the locomotive. A program has been developed for calculating the residual mileage of wheel sets for the corresponding types of defects, which also allows long-term planning for turning and rolling of wheel-motor blocks wheelsets, as well as to regulate the overhaul runs of a locomotive.

СОВРЕМЕННЫЙ ПОДВИЖНОЙ СОСТАВ ЖЕЛЕЗНОДОРОЖНОГО ТРАНСПОРТА. ОСНОВНЫЕ ТЕНДЕНЦИИ В ТРАНСПОРТНОМ МАШИНОСТРОЕНИИ

The article explores the main technical parameters of modern electric locomotives in Russia. The renewal of the locomotive complex directly affects the quality of the transportation process. Due to the growing volume of cargo transportation, the intensity of passenger train traffic between large cities, the growth of transit container traffic, the existing dilapidated rolling stock needs updating to be ready for the annually increasing demand for rail transportation.

A dynamic analysis of Middle Pleistocene human walking gait adjustment and control

Understanding the evolution of bipedal locomotion in humans is of paramount importance to paleoanthropologists. Such endeavor requires well-preserved dynamic evidence of fossil human locomotion we are short of. Physical models of modern human locomotion predict individuals would perform voluntary step length adjustment as a function of slope gradient in order to minimize the energetic costof locomotion while maintaining balance and reasonably comfortable gait. The famous Roccamonfina volcano “Devil’s trails”, which are Middle Pleistocene Homo fossilized trackways, provide unique opportunity to validate such predictions for fossil human individuals. We studied the best-preserved Roccamonfina Devil’s trail to ascertain the dynamic behavior of the individual who left the trackway. We found Roccamonfina’s individual moved in a way which is dynamically equivalent to modern humans, adjusting gait as to minimize energy expenditure. We derived body mass and stature estimates for such individual, which fit perfectly with previously published figures for Middle Pleistocene hominins outside Africa.

Improving the process of driving a locomotive through the use of decision support systems

The process of driving a train was represented in the form of fuzzy situations, given in a table. The conformity between all possible situations and a set of driving decisions was established. The table size is determined by the number of situations which, in turn, depends on the degree of concretization of values. An algorithm of actions of a locomotive driver when driving a train is presented in the form of fuzzy probabilistic graph. Fuzzy numbers, the values of which are recorded in the matrix graph, represent the weights of transitions between vertices. The choice of decision by a locomotive decision support system (DSS) is carried out using the utility criterion. The training system is implemented with the use of the fuzzy classifier that represents fuzzy knowledge base, the input of which receives signals about current state of the traction rolling stock and of the environment. The model of dynamic knowledge base was obtained. As a result of analysis of existing types of intelligent systems, hierarchies, and algorithms of their work, taking into account the working conditions of locomotive crews and railway transport as a whole, the parameters for locomotive DSS were developed. We defined the minimal time it takes for a locomotive driver to make a decision about driving a train and to identify emergency situations. The functions of person that directly affect the efficiency and safety of the locomotive and require support using the intelligent systems were determined. The results of the work allow implementing intelligent DSS in modern locomotives. This will enhance the level of safety and efficiency of driving a train.

The Determination of Admissible Speed of Locomotives on the Railway Tracks of the Republic of Kazakhstan

Summary. Today modern locomotives of KZ4AС, KZ8A, ТE33А series were put into service in the Republic of Kazakhstan. In order to establish safe operating mode of these locomotives the admissible speed on the railway tracks of the Republic of Kazakhstan was determined. The admissible speed of locomotives was determined on the basis of analysis on the results of dynamic and railroad tests and calculations for stress of railway construction.

Operation analysis of AC traction motors in terms of electromagnetic torque capability on sustainable railway vehicles

Sustainable operation of electric railway systems represents a significant purpose nowadays in the development of high power and high speed locomotives and trains. At present, high speed electric vehicles mostly work with three-phase induction motors or three-phase synchronous motors as traction motors. The two electric machine types have different efficiencies at different operation points, and experience differences with respect to safety, speed and power, energy use and exergy efficiency. An important issue that correlates these aspects is the electromagnetic torque developed by an electric traction motor. In order to provide an overview of the technical performance of the operation of sustainable railway systems, a detailed analysis is carried out of the electromagnetic torque capability of AC electric motors utilized as traction motors in modern locomotives of high power and/or high speed. The results of this work may help in enhancing the main criteria for optimising the safe and sustainable operation of electric railway traction systems.

Catenary Voltage Support: Adopting Modern Locomotives With Active Line-Side Converters

This paper proposes a voltage support scheme for traction networks, which compensates for the voltage drop along the catenary line to which locomotives are connected. The proposed method is based on the injection of capacitive reactive power through the current controlled active line-side converter of locomotives. Comparing the catenary voltage with its reference value, the error is fed to a gain-scheduled PI-controller. The controller generates the q-axis reference value of the converter current, which is responsible for reactive power injection. The gain scheduling is carried out through identifying the parameters of the catenary line. The catenary parameters identification is performed by harmonic current injection and analyzing its impact on the catenary voltage. The performance of the proposed control strategy is evaluated in MATLAB/PLECS environment for a traction network consisting of one locomotive and two substations and moreover, for a two-locomotive three-substation traction network.

Noise-induced hearing loss: Recent advances in pharmacological management

Modern day high-performance machines, weapons, aircrafts and locomotives are more powerful, more efficient, and unfortunately, frequently produce high noise levels resulting in Noise-induced Hearing Loss (NIHL). Mechanical hearing protection is essential and effective; however, inherent limitations allow a significant percentage of permanent hearing loss to occur despite protection. Hence, a pharmacological preventative or rescue agent for NIHL forms an important element of a comprehensive approach to maintaining inner ear functional integrity in individuals exposed to noise. The ideal pharmacologic agent would specifically address known mechanisms of acoustic injury, be orally administered, be exceptionally safe, be effective and affordable. Though currently such a pharmacological agent is not available, but the ongoing research is promising. In this article, we discuss various pharmacological agents for prevention and management of NIHL.

‘“Cribb’d, Cabined and Confined”: Fear, Claustrophobia and Modernity in Richard Marsh’s Urban Gothic Fiction’

„Neurotics‟ and „Ghosts‟: Discursive Overlap in Medicine and the Gothic In an article on “Nervous Diseases and Modern Life”, published in the Contemporary Review in 1895, T. Clifford Allbutt explores the contemporary notion that “affections of the nervous system are on the increase”. Allbutt lists a number of “nervous maladies” that contemporaries connected with modernity, including “nervous debility”, “hysteria”, “neurasthenia”, “fretfulness”, “melancholy” and “unrest” – all of which were supposedly resulting from “living at a high pressure, the whirl of the railway, the pelting of telegrams, the strife of business, the hunger for riches, the lust of vulgar minds for coarse and instant pleasures, the decay of those controlling ethics handed down from statelier and more steadfast generations”. Allbutt concludes his bitterly sarcastic commentary on the “outcry of the modern neurotic” by rejecting such concerns over the mental, moral and physical health of the nation. “Rich and idle people”, he states, “run, as they always did, after the fashionable fad of the day; what was „liver‟ fifty years ago has become „nerves‟ to-day.” Nervous ailments, he contends, are characterised by the sufferer‟s “restlessness, quackishness and craving for sympathy”, and “the intellectual acuteness of many of these sufferers, the swift transmission of news by the press, and the facilities of modern locomotion all favour the neurotic traffic.” Nervous illness, thus, has become a fashionable diagnosis with the “inquisitive and peremptory generation” of the fin de siecle: “our neurotics have begun like ghosts to walk, and we exclaim that the earth is full of them!”

Simulation of curving at low speed under high traction for passive steering hauling locomotives

The traction control in modern electric and diesel electric locomotives has allowed rail operators to utilise high traction adhesion levels without undue risk of damage from uncontrolled wheel spin. At the same time, some locomotive manufacturers have developed passive steering locomotive bogies to reduce wheel rail wear and further improve locomotive adhesion performance on curves. High locomotive traction loads in curving are known to cause the loss of steering performance in passive steering bogies. At present there are few publications on the curving performance of locomotive steering with linkage bogies. The most extreme traction curving cases of low speed and high adhesion for hauling locomotives have not been fully investigated, with effects of coupler forces and cant excess being generally ignored. This paper presents a simulation study for three axle bogie locomotives in pusher and pulling train positions on tight curves. The simulation study uses moderate and high traction adhesion levels of 16.6% and 37% for various rail friction conditions. Curving performance is assessed, showing forced steering bogies to have considerable advantages over self steering bogies. Likewise it is shown that self steering bogies are significantly better than yaw relaxation bogies at improving steering under traction. As the required traction adhesion approaches the rail friction coefficient, steering performance of all bogies degrades and yaw of the bogie frame relative to the track increases. Operation with excess cant and tensile coupler forces are both found to be detrimental to the wear performance of all locomotive bogies, increasing the bogie frame yaw angles. Bogie frame pitching is also found to have significant effect on steering, causing increased performance differences between bogie designs.