1. Characteristics and brief description of the locomotive
Mass production of diesel locomotives of the TE3 series began in 1956 and continued until 1973. The construction of diesel locomotives of the TE3 series was organized on the basis of broad cooperation between the Kolomna, Kharkov and Voroshilovsky (Lugansk) locomotive plants, as well as the Kharkov diesel electrical equipment plant (Electrotyazhmash)
The body of each section of a diesel locomotive of the TE3 series consists of a main frame through which traction and braking forces are transmitted and a wagon-type frame that carries side and side walls and a roof. At the ends of the frame of each section, automatic couplers of the SA-3 type with friction devices are installed. The main frame rests on two triaxial bogies through eight side supports. The central pins of the frame do not transmit vertical loads and serve only to absorb horizontal forces. In the middle part of the main frame there is a diesel generator set, which has its own diesel frame.
The side supports were located along a circle with a diameter of 2730 mm, the center of which coincided with the geometric axis of the central pivot. Each support consists of a heel made in the form of a fungus, the convex part of which is turned down and rests on the ball socket of the thrust bearing. The nests are placed on the top plate, under which there are two cylindrical rollers. The rollers rest on a bottom plate fixed to the top of the bogie frame. The surfaces of the lower and upper plates, on which the rollers can roll when the bogie rotates relative to the body, are made inclined. Therefore, when the bogie turns, forces arise that tend to return the bogie to a position in which its longitudinal axis would coincide with the longitudinal axis of the body. The side supports of the body, located closer to the middle of the section, are rigidly attached to the frame, and the end supports are connected to the body frame by hinges, and are connected to each other by a transverse balancing rod. It is believed that such a design creates, as it were, a three-point support of the body on each bogie.
Frames of welded bogies consist of two sidewalls connected by two end beams and two inter-frame fasteners. The stability of the bogies was achieved by transferring vertical loads from the body through 4 supports. The leaf springs, on the clamps of which the bogie frames rested, were suspended from the over-axle balancers. Springs consist of 18 sheets. The outer ends of the balancers of the extreme axles of the bogie are connected to the bogie frame by means of coil springs. The total static deflection of the spring system was 57 mm.
Each box has 2 cylindrical roller bearings. Wheel pairs with a wheel diameter in a rolling circle with new tires of 1050 mm have gears mounted on an elongated hub. Each traction motor rests on the axle of the wheelset through a motor-axial bearing and is suspended from the bogie frame on a spring suspension (support-axial suspension). Traction reducer - unilateral, spur, rigid. Its transmission capacity was 75: 17 = 4.41.
Two brake cylinders are installed on each bogie, which provide one-sided pressing of the brake pads on all wheels with the help of a lever transmission.
In each section of the locomotive there is a ten-cylinder two-stroke compressorless diesel engine 2D100 with vertically arranged counter-moving pistons, direct fuel injection and straight-through slot blowing. Diesel block - all-welded steel. The upper and lower crankshafts have 12 main and 10 connecting rod journals each. The shafts are connected by an elastic vertical transmission with two pairs of bevel gears. Diesel pistons are composite. The cylinder diameter is 207 mm, the stroke of each piston is 254 mm. The fuel system consists of a common manifold, 20 separate sections of high pressure fuel pumps and 20 injectors.
Diesel shaft speed controller - centrifugal type with hydraulic servomotor.
At a shaft speed of 800 rpm, diesel engines develop a power of 2000 hp. With. Fuel consumption at this power is 175 +5 g/(ehp∙h). The mass of a dry diesel engine, together with the units installed on it and the diesel generator frame, was 19,000 kg.
Diesel cooling - water. 18 oil and 12 water sections are installed on each side of the locomotive section. The sections of the refrigerator are cooled by air driven by a fan; at a diesel shaft speed of 850 rpm, the fan rotates at a frequency of 1020 rpm (winter period) or 1380 rpm (summer mode), depending on which gear stage it operates at. The temperature of the water and oil was regulated by periodically turning the fan on and off, or by opening the upper and side shutters. They are controlled by electro-pneumatic devices from the control panel.
The diesel engine shaft is connected to the shaft of the MPT-99/47 traction generator through a lamellar coupling. It is a self-ventilated eight-pole machine with additional poles and compensation winding. The generator has independent excitation, for which a special exciter is installed on each section of the locomotive. The rated power of the traction generator is 1350 kW (voltage 550 V, current 2455 A), maximum voltage 7600 kg.
The locomotive is equipped with EDT-200A traction motors with four main and four additional poles. The armature winding is looped with equalizing connections, the anchor bearings are roller. The rated power of the traction motor is 206 kW (voltage 275 V, current 815 A), the maximum armature speed is 2200 rpm, the weight of the traction motor is 3200 kg.
The electric motors are connected in pairs in series and are connected to the traction generator by three parallel circuits.
The locomotive is equipped with a three-cylinder two-stage piston compressor KT-6; its productivity at a shaft speed of 850 rpm is 5.3-5.7 m 3 /min of air.
For heating water, oil and fuel systems, a boiler-heater operating on liquid fuel is provided.
Each section of the locomotive is equipped with a 32TN-450 acid storage battery (32 cells with a total capacity of 450 Ah) with a voltage of 64 V. The traction generator receives electricity from this battery during the diesel start-up period.
Diesel locomotive TE3 has a fuel reserve of 2×5440 kg, oil 2×1400 kg, water - 2×800 l, sand
2×400 kg. The service weight of the diesel locomotive is 2×126t. The long-term traction force at a speed of 20 km/h is 2×20200 kgf, the design speed is 100 km/h. At this speed, the locomotive develops a traction force of 2 × 2600 kgf (power 2 × 950 hp).
2. Analysis and preparation of the longitudinal track profile for traction calculations
To perform traction calculations, an analysis of the longitudinal profile of the railway section of the track is carried out.
As a result of the analysis, lifts must be preliminarily selected: calculated i p and high-speed i s.
2.1 Choice of calculated and high-speed lifts
Estimated lift iR one of the steepest and longest ascents in a given section is called, on which the train can reach a uniform speed equal in magnitude to the calculated speed of a given locomotive series.
high speed climb iWith called one of the steepest climbs, overcoming which is possible by using the kinetic energy of the train.
Track Profile No. 9
The following designations of track elements are established by the rules of traction calculations: ascents are indicated by a plus sign, descents - by a minus sign, horizontal sections ("platforms") - by "zero".
Thus, we take as estimated rise i р = +10‰ on the grounds that it is the steepest, the greatest length.
Climb i s = +9‰ accept as high-speed on the grounds that he is the coolest (after i = +10‰).
2.2. Straightening the longitudinal profile of the track
Straightening of the profile consists in replacing several elements of the actual profile, which lie side by side, close in steepness, with one total (straightened) one, which can significantly reduce the amount of traction calculations. In addition, in traction calculations, the movement of a train is considered as the movement of a material point, i.e. its length is not taken into account, therefore, when a train moves along short profile elements, when it is simultaneously located on several profile elements, it makes no sense to take into account the independent influence of these elements, but it is advisable to combine them into one straightened one. In some cases, this reduces the error in traction calculations.
Straightening is subject to adjacent profile elements that have the same sign, similar slopes (the difference is not more than 3-4 ‰) and a small length. Platforms (0 ‰) can be straightened with a slope of any sign.
Steepness of straightened element
i with ′ = [ ‰],
where i and S are the steepness and length of each of the rectified elements.
Checking the possibility of straightening each element:
S i ≤ 2000/|i c - i j |,
where i j and S j are the steepness and length of the checked j -th element.
i 2.3 = ≈ +2.6 ‰
1400 ≤ 2000/|2,6-3|; 1400
900 ≤ 2000/|2,6-2|; 900
i 5.6 = ≈ -4.3 ‰
2000 ≤ 2000/|-4,3+4|; 2000
400 ≤ 2000/|-4,3-(-6)|; 400
i 11.12 = ≈ +2.4 ‰
900 ≤ 2000/|2,4-3|; 900
1100 ≤ 2000/|2,4-2|; 1100
i 18.19.20.21 = ≈ +3.7 ‰
1200 ≤ 2000/|3,7-4|; 1200
1000 ≤ 2000/|3,7-5|; 1000
800 ≤ 2000/|3,7-3|; 800
700 ≤ 2000/|3,7-2|; 700
Calculation of straightening of a given track profile
Table 1.
|
No. of set elements |
Preset Path Profile |
Straightened track profile |
No. of straightened elements |
Examination |
||
3. Calculation of the weight and mass of the train
3.1 Calculation of the weight and mass of the composition
The weight of the train is determined based on the condition of uniform movement of the train along the calculated lift with the calculated speed of the diesel locomotive:
Q = [kN], where
F cr - estimated traction force of the diesel locomotive, N;
P is the weight of the locomotive, kN;
w′ 0 - the main specific resistance to the movement of the diesel locomotive in the traction mode, N/kN;
w″ 0 - the main specific resistance to the movement of cars, N / kN;
i p - steepness of the calculated rise, ‰.
The main specific resistance to the movement of diesel locomotives in the traction mode at the design speed is determined by the formula:
w′ 0 \u003d 1.9 + 0.01v p + 0.0003 v p 2.
The main specific resistance to the movement of a train of different types of cars is determined by the formula:
w″ 0 = αw″ 04 + βw″ 06 + γw″ 08 , where
α, β, γ - the percentage of the same type of wagons in the composition;
w″ 04, w″ 06, w″ 08 - the main specific resistance to the movement of four-, six- and eight-axle cars, respectively, N / kN:
w″ 04 = 0.7 +; q 04 = .
w″ 06 \u003d 0.7 +; q 06 = .
w″ 08 \u003d 0.7 +; q 08 = .
α \u003d 75% \u003d 0.75 - 4 axles; q 4 \u003d 88t;
β = 10% = 0.1 - 6thio; q 6 \u003d 116t;
γ \u003d 15% \u003d 0.15 - 8 mios; q 8 \u003d 160t.
Design parameters of diesel locomotive TE3
w 0 " \u003d 1.9 + 0.01 * 20.5 + 0.0003 * (20.5) 2 ≈ 2.23 N / kN.
q 04 = = 22 t; q 06 = = 19.3 t; q 08 = = 20 t.
w "0 \u003d 0.75 * 0.98 + 0.1 * 1.3 + 0.15 * 1.1 \u003d 1.03 N / kN;
Q = ≈ 16906 kN.
The mass of the composition according to the preliminary calculation:
m c \u003d t, where
g - free fall acceleration, m/s 2 .
m s = = 1690.6 t.
3.2 Checking the weight of the train along the length of the receiving and departing tracks
The length of the train l p should not exceed the useful length of the receiving and departing tracks of the station l pop:
l p ≤ l pop, where
l p - train length, m;
l pop - useful length of the receiving and departing tracks of the station (l pop = 850m), m.
The train length is determined from the expression:
l p \u003d l c + l l +10, where
l with - the length of the composition, m;
l l - locomotive length, m;
10 - length margin for inaccurate train installation, m.
Composition length:
l c \u003d n 4 l 4 + n 6 l 6 + n 8 l 8, where
n 4, n 6, n 8 - the number of cars of the same type in the composition;
l 4, l 6, l 8 - the length of the same type of cars, m.
The number of the same type of wagons in the composition:
n 8 = , where
q 4 , q 6 , q 8 - the mass of one car from each group of cars of the same type, i.e.
n 4 = ≈ 15 vag;
n 6 = ≈ 2 vag;
n 8 = ≈ 2 vag;
l c \u003d 15 * 14 + 2 * 17 + 2 * 20 \u003d 284 m;
l p \u003d 284 + 17 + 10 \u003d 311 m.
The condition l p ≤ l pop is fulfilled (311 ≤ 850).
3.3 Checking the weight of the train to overcome the high-speed climb
The main task of the test is to determine whether the train will be able to overcome the climb chosen as the "high-speed" one, taking into account the use of the kinetic energy accumulated on the previous profile elements.
Analytical verification is performed according to the formula:
where ν n i , ν to i - initial and final speeds of the interval, km/h;
(f to - w to) i - the average specific resulting force acting on the train within the speed interval from ν n i to ν to i , N/kN.
If the resulting distance is greater than or equal to the length of the high-speed climb S with
then the train will overcome the rise.
ν c p = 50.25 km/h; F ksr = 81000 N.
w 0 "* \u003d 1.9 + 0.01ν cf + 0.0003 ν cf 2 \u003d 1.9 + 0.01 * 50.25 + 0.0003 * (50.25) 2 ≈ 3.16 N / kN ;
w 04 "* = 0.7 + = N / kN;
w 06 "* = 0.7 + = N / kN;
w 08 "* = 0.7 + = N / kN;
w″ 0 = αw″ 04 * + βw″ 06 * + γw″ 08 * = 0.75*1.35+0.1*1.7+0.15*1.35 ≈ 1.39 N/kN;
(f to - w to) = || ≈ 6.06 N/kN;
ν n \u003d 80 km / h;
ν k \u003d ν p \u003d 20.5 km / h.
S > S s (4115 > 500 m) - correct.
3.4 Checking the weight of the train to move away
The weight of the train is checked for the possibility of starting off at stopping points according to the formula:
Q tr \u003d - P [kN],
where F ktr - traction force of the locomotive when starting off, N;
w tr - specific resistance of the composition when starting off, N/kN;
i tr - the steepness of the track element on which the starting is performed, ‰.
The specific resistance of the composition when starting off is determined by the formula:
w tr = w tr4 + w tr6 + w tr8 N/kN,
where w tr4, w tr6, w tr8 - specific resistance when starting off, respectively, 4-axle, 6-axle, 8-axle cars, N / kN.
w tr \u003d N / kN.
where q 0 is the mass per one wheel pair for a given group of cars, i.e.
The weight of the train Q tr, obtained according to the starting conditions, must be at least the weight of the train Q, determined by the calculated lift, i.e. Q tr ≥ Q.
w tr4 = ≈ 0.97 N/kN;
w tr6 = ≈ 1.06 N/kN;
w tr8 = ≈ 1.04 N/kN;
wtr \u003d 0.75 * 0.97 + 0.1 * 1.06 + 0.15 * 1.04 ≈ 0.99 N / kN;
Q tr \u003d - 1270 ≈ 292669 kN.
The condition Q tr ≥ Q is fulfilled (292669 > 16906).
4. Calculation of specific resultant forces
To construct a diagram of specific resultant forces, a table is preliminarily compiled for four possible modes of train movement along a straight horizontal section:
For thrust mode k - 0 = 1 ();
For idle mode 0x = 2 ();
For service braking mode 0.5 + 0x = 3 ();
For full service braking mode 0.8 + 0x = 4 ().
The calculated coefficient of friction of the brake pads φ kr is determined by the formula:
The specific braking coefficient of the train is determined by the formula:
b m = 1000 φ cr υ r,
where υ p is the calculated brake coefficient of the train.
For freight traffic in the calculations, you can take a standard value equal to υ р = 0.33.
Idling for Link Track
w′ x \u003d 2.4 + 0.011 ν + 0.00035 ν 2.
4. W′ 0 \u003d w′ 0 * P \u003d 2.23 * 1270 2832.1 N;
6. W″ 0 = w″ 0 * Q = 1.03 * 16906 = 17413.2 N;
7. W 0 \u003d W′ 0 + W ″ 0 \u003d 2832 + 17413 \u003d 20245 N;
9. f k -w 0 \u003d F k - W 0 /Q + P;
11. W x \u003d w′ x * P;
12. W 0x \u003d W x + W "0;
13. w 0 x \u003d W 0 x / P + Q.
Calculation table of specific resultant forces
Table 2.
|
Traction mode |
Idling |
Braking |
||||||||||||||
|
f k -w 0 , N/kN |
||||||||||||||||
According to table 2, we build a diagram of the specific resultant forces of the train:
a) for the thrust mode (according to columns 1 and 9) f k - w 0 = f 1 (v);
b) for the idle mode (according to columns 1 and 13) w 0x \u003d f 2 (v
c) for the service braking mode (according to columns 1 and 16) 0.5b m + w 0x = f 3 (v).
Scales for graphical calculations
Table 3
|
Quantities |
Freight and passenger trains |
Brake calculations |
|
Force, 1N/kN - mm |
||
|
Speed, 1km/h - mm |
||
|
Path, 1 km - mm |
||
|
Constant ∆,mm |
||
|
Time, 1 min - mm |
5. Determination of the highest permissible speeds of movement on the slopes of the profile
The maximum allowable values of train speeds on profile slopes v max = f( - i) are determined by the available braking facilities, taking into account the provision of stopping the train within the braking distance.
The total calculated braking distance S m is equal to the sum of the path for preparing the brakes for action S n of the actual braking distance S d:
S m = S n + S d[m].
The calculated braking distances are taken equal to:
a) S m \u003d 1000 m - for slopes with a steepness of up to 6 ‰ inclusive;
b) S m = 1200 m - for slopes steeper than 6‰.
The calculation procedure is as follows.
According to Table 2, a graphical dependence of the specific retarding forces with full service braking 0.8b m + w ox \u003d f (v) is plotted on the scales given in Table 3. Near the right, speed change curves v \u003d f (S) are plotted by the MPS method for three slopes 0 ‰, -6 ‰, -12 ‰.
For each of the selected slopes, a preparatory path is determined, m
S n \u003d 0.278 v n t n,
where v n - speed at the beginning of braking (v n \u003d 100 km / h);
t n - time to prepare the brakes for action, s:
t n = 7 - - for trains with a length of 200 axles or less;
t n \u003d 10 - - for trains with a length of 200 to 300 axles;
t n = 12 - - for trains longer than 300 axles.
Number of axles: N = 15*4+2*6+2*8 = 88 axles.
With a slope of 0 ‰: t n \u003d 7 - \u003d 7 s;
S n \u003d 0.278 100 7 \u003d 194.6 m;
With a slope of -6 ‰ t n \u003d 7 + \u003d 9 s;
S n \u003d 0.278 100 9 \u003d 250 m;
With a slope of -12 ‰ t n \u003d 7 + \u003d 11 s;
S n \u003d 0.278 100 11 \u003d 306 m.
Based on the data obtained, dependencies v max = f( - i) for S m = 1000 m and S m = 1200 m, conditionally located on the first square. S m = 1000 m, and for slopes steeper for S m = 1200 m.
The results of solving the braking problem must be taken into account when constructing the train speed curve v = f(S) in order not to exceed the speed allowed by the brakes anywhere, i.e., so that the train can always be stopped at a distance not exceeding the length of the full braking distance .
6. Building a diagram of the speed and time of the train
The dependences ν = f 1 (S) and t = f 2 (S) are plotted on a separate sheet of graph paper using the MPS method.
All constructions must be carried out on a straight path.
The speed intervals in which the acting forces on the train are considered constant should not exceed 10 km/h.
At the end of each profile element, select the speed variation interval so that the element boundary, the velocity interval boundary and the dependence ν = f 1 (S) intersect at one point.
When constructing the diagram ν = f 1 (S), it is necessary to strive for the train to achieve the maximum allowable speeds. This condition is met with an appropriate alternation of traction, idling and control braking modes.
When driving on descents, the speed should not exceed the speed allowed by the brakes, depending on the steepness of the descent.
The speed of the train before stopping should be 40-50 km/h at a distance of 500-700 m from the station axis.
The moment of starting braking when stopping at the station is determined by the intersection point of the dependences ν(S) for idle and service braking modes. The latter is built in opposite directions, starting from zero speed on the axis of the station.
To fulfill the dependence t = f 2 (S), the dependence ν = f 1 (S) is used. Its continuous growth is recommended to be limited when reaching a level corresponding to 10 minutes.
7. Determination of average technical and section speeds
The average technical speed is the average speed of the train along the section and takes into account the time it takes to occupy the stage, taking into account the time for acceleration and deceleration at stops.
where is the total length of the path (section A-B), km;
Train travel time on section A-B, h
For even direction (B-A):
where is the time of the train running along section B-A, h.
Average section speed - the average speed of trains in the section, taking into account the time of parking at intermediate stations:
For odd and even directions:
where is the section speed coefficient, which depends on the technical equipment of the section ( = 0.8).
For odd train direction (A-B):
26.9 min = 0.45 h
For an even direction of train movement (В-А):
The train travel time for an even direction is calculated by the method of uniform speeds.
The method of uniform speeds is one of the approximate ones and is based on the following basic assumptions:
The train on each profile element moves at a constant (uniform) speed, regardless of the length of the profile element;
When moving from one profile element to another, the speed of the train changes instantly.
Total train travel time:
Where n- the number of profile elements in a given area;
Train travel time along the i-th profile element, min;
The correction time for one acceleration is assumed to be 2 minutes;
The correction time for one braking at a complete stop of the train is assumed to be 1 min.
Train running time for the i-th profile element:
where is the length of the i-th element of the profile, km;
The uniform speed on the i-th profile element is determined from the km/h curve.
On descents, where the speed in practice is controlled by braking means, the maximum allowable speed of a freight train in this section can be taken as a uniform speed (determined by solving the braking problem).
The calculation of the total travel time of the train in an even direction (from station B to station A) is given in Table 4.
Calculation of the train travel time on section B - A
Table 4
|
Element steepness, ‰ |
Element length, km |
Uniform speed, km/h |
Time, min |
|
2 + 23.38 + 1 = 26.38 min ≈ 0.44h
8. Calculation of fuel consumption by a diesel locomotive
The fuel consumption of a diesel locomotive on a given section of the track is determined on the basis of previously constructed speed and time diagrams and the experimental data available for each series of diesel locomotives on the specific fuel consumption in a particular mode of diesel operation, i.e.
where is the position of the driver's controller.
The total fuel consumption per trip is determined by the formula:
where is the fuel consumption in the thrust mode for the time interval ;
Diesel locomotive fuel consumption in idle mode.
It is convenient to summarize the calculations in Table. 5.
For each time interval, the average train speed is determined:
Based on the average speed, the fuel consumption per minute at the highest position of the controller is determined from the consumption characteristics of the diesel locomotive.
Fuel consumption at idle = 0.84 kg/min.
Diesel locomotive fuel consumption for train traction
Table 5
|
Path element number |
||||||
To compare the fuel consumption of various diesel locomotives, the specific fuel consumption per meter of the completed transportation work is 10 4 t-km gross:
[kg/10 4 t-km gross]
Where e- specific fuel consumption, kg / 10 4 t-km gross;
E- fuel consumption for train traction, kg;
The length of the given section, km.
[kg/10 4 t-km gross]
To compare different types and grades of fuel with different calorific value, use the so-called conventional fuel
where - specific consumption of reference fuel, kg / 10 4 t-km gross;
E = 1.43 - thermal equivalent of diesel fuel.
[kg/10 4 t-km gross]
9. Calculation of the needs of the operating fleet of locomotives for train maintenance
The need for a locomotive fleet is determined by the volume of transportation work, conditions and organization of train traffic.
Depending on the initial data, the calculation of the need for locomotives is carried out by two methods: analytical and graphic.
The analytical calculation method is used both for long-term and operational planning of the number of operating locomotive fleet, the graphical method is used only for operational one.
The estimated fleet of locomotives along the railway network is the basis for planning the supply of new electric and diesel locomotives and the long-term development of the locomotive economy.
Due to significant fluctuations in the size of the movement of freight trains in the circulation section, the calculation of the number of locomotives is carried out only for constantly (daily) circulating trains (the "core" of the graph).
To schedul the movement of trains for the core of the graph (table 6), the time interval for the sequential departure of trains from stations during the day is determined
where is the number of pairs of freight trains in the kernel of the graph.
The schedule of trains on the section is compiled in tabular form: from the beginning of the day, train No. 1001 departs first from station A of the main depot at 0 h 30 min, after a time interval, trains of odd directions No. 1003, No. 1005, etc.
Similarly, at 0:15, train No. 1002 of an even direction leaves, and after it through trains No. 1004, No. 1006, etc. Adding to the time of departure of the train the time of its movement along the section or , we fill in the columns of the arrival of trains at stations A and B; the sequence of trains is determined by the time of their arrival from the beginning of the day.
L = 180 km;t LF =L/\u003d 180 / 41.6 \u003d 4.3 h \u003d 4 h 18 min.
L = 180 km;t h =L/\u003d 180 / 42.56 \u003d 4.2 h \u003d 4 h 12 min.
From the train schedule on section A-B, in chronological order, starting from zero hours of the day, columns 2, 3, 5, 6, 9, 11, 12 of the locomotive turnover sheet are filled in (table 7).
Then columns 8 and 14 are filled in, where the time of the locomotive with the train in the odd (A-B) and even (B-A) directions is entered.
Taking into account the specified norms of the minimum time spent at stations A of the main depot and B of the reverse depot, in columns 4 and 10, “coordination of locomotives” with arriving and departing trains was made.
Timetable for trains of the chart core on section A-B
Table 6
|
Main depot station A |
Recycling Depot Station B |
||||||
|
Arrival |
Departure |
Arrival |
Departure |
||||
|
train number |
Time |
train number |
Time |
train number |
Time |
train number |
Time |
Locomotive turnover sheet on section A-B
Table 7
|
Priority train maintenance |
No. of the train arriving at station A |
Time of arrival at station A, |
locomotives at the main station |
Departure time from station A, h-min |
train number |
Downtime at station A, h-min |
Travel time from station A to station B, h-min |
Arrival time at station B, h-min |
Turnover of locomotives at the turnaround station |
Departure time from station B, h-min |
train number |
Downtime at station B, h-min |
Trail time distance from station B to station A, h-min |
Schedule of locomotive turnover on section A-B
Table 8
|
locomotive- |
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 |
|||||||||||||||||||||||
Communication lines in columns 4 and 10 of the statement indicate the procedure for servicing trains.
Columns of the turnover sheet 7 and 13 were filled in by comparing the arrival and departure times of trains at the turnover stations (columns 3-5 and 9-11).
Column 1 of the turnover sheet indicates the sequence of train maintenance at station A of the main depot. The turnover schedule turned out to be two-group.
After filling in the entire statement of turnover, the data for each line of columns 7, 8, 13, 14 are summarized. Their total sum ∑T gives the time required for one diesel locomotive to service all 16 pairs of trains on the schedule.
∑T \u003d 2484 + 3096 + 2916 + 3024 \u003d 11520 min \u003d 192 hours
The operating fleet of locomotives for servicing trains of the "core" of the traffic schedule is determined by dividing the value of ∑T by the number of hours in a day, i.e.
locomotives.
The turnover of the locomotive is determined by the formula:
Locomotive demand factor:
Average daily mileage:
Average daily productivity:
tkm/gross
The number of locomotives in the operating fleet for given traffic sizes can also be determined from the turnover schedule. The locomotive turnover schedule is a unified work plan for all departments of the locomotive economy: repair and maintenance shops of the depot, maintenance points and equipment devices. According to the turnover schedule, a daily plan for issuing specific train locomotives to trains, a detailed plan for the work of locomotives for the planned period, the turnaround time of shift locomotive crews at the main depot and a number of other indicators that determine the operational activities of the depot are determined.
The technique for constructing a locomotive turnover schedule is as follows: one locomotive sequentially serves all the trains of the “core” of the schedule. The time lines of the movement of the locomotive with the train are projected in the accepted scale onto a horizontal line equal to 24 hours of the day. Above this horizontal line, the train number is put down, and the minutes of departure and arrival of the train according to the locomotive turnover points are indicated at the beginning and end of this line. The number of days of locomotive operation to service all trains of the "core" of the schedule, expressed by the number of horizontal lines of the schedule, determines the operating fleet of locomotives to service this number of pairs of trains within one day.
Introduction
1. Characteristics and brief description of the locomotive 2ET10V
2. Preparation of the longitudinal track profile for traction calculations
3. Determining the weight of the train, taking into account the restrictions on operating conditions
4. calculation of the specific resultant forces of the train
5. Determination of the highest permissible speeds on descents
6. Determination of the specific fuel consumption on the site
7. Determining the time of the train on the section A-B
8. Drawing up a statement and plotting the turnover of locomotives
9. Calculation of the operated fleet of locomotives
Conclusion
List of used literature
CONCLUSION
The train weighing 1690.6 tons, consisting of 15 four-axle, 2 six-axle and 2 eight-axle cars, overcomes the high-speed rise of +9 ‰. The conditions of the checks carried out (for the length of the receiving and departing tracks, for the weight of the train when starting off, for overcoming the high-speed rise) are fully fulfilled.
Calculation of the braking problem determined the maximum allowable speed of the train on the slopes, providing a stop within the braking distance.
Based on the calculated data, dependencies and were constructed.
It is determined that the fuel consumption of a diesel locomotive in a given section is 128.78 kg.
To service the track section, the required need of the operated fleet is 8 locomotives, with the schedule core being 12.
A train schedule and a statement of the locomotive turnover on the A-B section were compiled.
LIST OF USED LITERATURE
1. Rules for traction calculations for train operation. - M.: Transport, 1985
2. Rakov V.A. Locomotives and multiple unit rolling stock of railways. - M.: Transport, 1990
3. Kuzmich V.D., Sashko N.I., Petrushchenko O.E. Diesel traction: Guidelines for course design. - M.: MIIT, 2003.
COUPLING WEIGHT OF THE LOCOMOTIVE
part of the total weight of the locomotive, transmitted to its driving mains. Only this part of the weight is used to create a friction force between the driving wheels and rails, which makes it possible to turn the work of the machine into traction for the movement of the train; the rest of the weight of the locomotive, falling on the supporting axles, does not contribute to an increase in traction force, which is why they strive to use the weight of the locomotive as a coupling as fully as possible, transferring only a minimal part of it to the supporting axles. Full weight and S. in. l. the main series of steam locomotives of the USSR (weight in tons) are:
- - part of the weight falling on the driving axles of a car, wheeled tractor, locomotive, etc., transferred to the track. S. in, determines the maximum possible traction force between the wheels and the road ...
Big encyclopedic polytechnic dictionary
- - the highest speed of the locomotive, set depending on its design, based on: 1) the strength of the parts of the driving mechanism ...
Technical railway dictionary
- - ".....
Official terminology
- - ".....
Official terminology
- - "... 2.8. Repair - a set of operations to restore the serviceability, operability and resource of the locomotive *..." Source: Order of Russian Railways OJSC dated 02.07 ...
Official terminology
- - "... The axial formula of a locomotive is a symbol of the type of a locomotive in the form of a formula indicating the type, number and location of its axles ..." Source: "SNiP 2.05.07-91 * ...
Official terminology
- - ...
Spelling Dictionary of the Russian Language
- - ...
merged. Apart. Through a hyphen. Dictionary-reference
- - COUPLING, th, th. 1. See chain. 2. Such, which is linked, which can be linked. Hitch...
Explanatory dictionary of Ozhegov
- - COUPLING, coupling, coupling. adj., by value associated with the work of something in a chain, in connection with another. Coupling power of the tractor. Coupling axles of a steam locomotive. Coupling weight. || Interlocking, connected by hitching ...
Explanatory Dictionary of Ushakov
- - ...
- - ...
Spelling Dictionary
- - clutch "...
- - t "yagovo-coupling" ...
Russian spelling dictionary
- - ...
Word forms
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2.1. Determination of the estimated weight (mass) of the freight train.
The weight of a freight train is one of the most important quality indicators of railway operation. The correct choice of the weight of a freight train allows to reduce the cost and increase the efficiency of transportation, to make the most of the power of locomotives without reducing the reliability of their operation. Exceeding the weight norms of trains can cause damage to locomotives along the way and, accordingly, lead to a violation of the train schedule.
Estimated weight of a freight train Q R is determined on the basis of the conditions for the full use of the power of a given series of locomotive with uniform movement along the design lift at the design speed, kN:
Where F kr is the calculated traction force of the locomotive (taking into account the number of sections) at the calculated speed v R, N;
R– estimated weight of the locomotive (taking into account the number of sections), kN;
is the main specific resistance to the movement of the locomotive in the traction mode at the design speed, N/kN;
- the main specific resistance to the movement of a freight train (cars) at the design speed, N/kN (calculation formulas are given in Table 4);
i R is the steepness of the calculated rise, ‰
Estimated mass of a freight train, t
Where g – free fall acceleration, m/s ( g= 9.81 m/s)
For further calculations, we choose two series of electric locomotives and one series of diesel locomotives. The design parameters of freight locomotives are given in Table. 3
Table 3 - Design parameters of freight locomotives
|
Locomotive series | |||
|
Estimated speed, V p, km/h | |||
|
Estimated traction force, F kr 10 3 , N | |||
|
Tangential power at V p, N k, kW | |||
|
Estimated weight P, kH | |||
|
Traction force at v = 0, F kr 10 3 , N | |||
|
Design speed V To, km/h | |||
|
Locomotive length l l, m |
Table 4 - Calculation formulas for determining the main specific resistance to the movement of rolling stock on a link track
|
Type of rolling stock |
Calculation formula (w– [N/kN]; q 0 - [T]; v– [km/h]) |
|
Diesel locomotives and electric locomotives: | |
|
Traction mode | |
|
Idle mode | |
|
Wagons loaded: | |
|
Four-axle bearings |
|
|
Four-axle on roller bearings |
|
|
Six-axle* |
|
|
Eight axles* |
|
|
Train Composition |
*- six- and eight-axle cars have axle boxes with roller bearings only.
In table. 5 shows the characteristics of freight trains according to the selected locomotives
Table 5 - Characteristics of the composition of a freight train
|
Locomotive series |
Percentage of wagons by train weight |
Gross weight of wagons, t |
||||||
|
4-axle on PS |
4-axis on PC | |||||||
According to Table. 4 we determine the main specific resistance to the movement of the rolling stock for the diesel locomotive 2TE116.
Initial data:
1. Type of locomotive service - passenger
2. Type of locomotive transmission - electric
3. Annual passenger traffic, million people - 2
4. Number of pairs of trains per day (number of pairs per day) - 8
5. Length of the locomotive circulation section, km - 550
6. Estimated rise (), ‰ - 9
7. Estimated speed - 50
Introduction
1. Selection of the main parameters of the power plant and auxiliary equipment of the locomotive
1.1 Determine the weight of the locomotive
1.2 Determine the mass of the passenger train
1.3 Determine the weight of the passenger train
1.4 Determine the tangential traction force
1.5 Determine the tangential power of the locomotive
1.6 Determine the effective power of the power plants of the locomotive
2. Description of the design of the locomotive
2.1 General information
2.2 Technical characteristics of the locomotive
2.3 Traction characteristics
2.4 Equipment layout on a diesel locomotive
2.5 Diesel 11D45A
2.5.1 Diesel technical data
2.5.2 Brief description of the diesel device
2.5.3 Diesel air supply system
2.5.4 Fuel system
2.5.5 Oil system
2.5.6 Water system
2.6 Wheel sets and axle boxes
Conclusion
Bibliography
We specify the weight of the composition:
1.11 Determine the specific traction force and the specific mass of the locomotive
1.12 Determine the traction coefficient of the locomotive:
2. Description of the design of the locomotive.
2.1 General information
2.2 Technical characteristics of the locomotive
2.3 Traction characteristics
2.4 Equipment layout on a diesel locomotive
2.5 Diesel 11D45A
2.5 1 Diesel technical data
2.5 2 Brief description of the diesel device
2.5.3. Diesel air supply system
2.5.4. Fuel system
2.5 5 Oil system
2.5.6. water system
2.6 Wheel sets and axle boxes
4. Conclusion.
5. List of used literature:
Introduction
In Russia at the beginning of the 20th century, the power of the best steam locomotives (Sch, E series) reached 600-1000 kW (against 30-40 kW for the first Stephenson and Cherepanov steam locomotives). However, the technical imperfection of steam locomotives even then made experts think about creating more economical locomotives.
On November 7, 1924, the world's first mainline diesel locomotive with electric transmission entered the Oktyabrskaya railway line and made a flight to Obukhov and back. The locomotive received the name, was equipped with a 736 kW diesel engine, two generators and tubular refrigerators. With a parallel connection of traction motors, the electrical circuit made it possible to carry out serial and parallel connection of generators.
The widespread introduction of diesel traction began after the end of the Great Patriotic War. In the history of domestic diesel locomotive building, an outstanding role was played by the team of the Kharkov Diesel Locomotive Plant named after Malyshev and the Kharkov Plant "ELEKTROTYAZHMASH", which, during the years of restoration and reconstruction of railways, created and quickly put into mass production diesel locomotives TE1, TE2, TE3 and TE10. They also mastered the production of more powerful and economical for that time two-stroke diesel engines 2D100 and 10D100, generators, traction motors, electrical and auxiliary equipment.
The large-scale electrification of the railways of the USSR, which began in the mid-1950s, during which entire directions were transferred to electric traction, led to an increase in weight norms and train speeds. In order not to restrain this growth, it was necessary to use more advanced types of traction in non-electrified areas. The country began to need in large quantities powerful, economical and adapted for mass production locomotives with autonomous energy sources. Such locomotives, first of all, included mainline diesel locomotives with electric transmission. Until 1956, the domestic industry had already mastered the production of diesel locomotives of the TE1 and TE2 series, and several more powerful TEZ diesel locomotives were also manufactured. Mass production of diesel locomotives of this series began in 1956 and continued until 1973.
The passenger diesel locomotive TEP60, created in 1960 by the Kolomna Diesel Locomotive Plant, embodies many achievements of domestic and foreign diesel locomotive construction.
The diesel engine and the undercarriage were designed by the Kolomna plant, and the electrical equipment by the Kharkov plant Electrotyazhmash. Both enterprises, using the experience of operating diesel locomotives, continuously improve their design, work to improve the quality and reliability of the most important components and parts, improving their manufacturing technology, and thereby contribute to an increase in the overhaul runs of diesel locomotives and a reduction in operating costs.
It is characteristic that all changes in the design of units and parts of the diesel engine, on which the largest number of such measures were carried out, were carried out without violating the basic principle of interchangeability. They can also be carried out on all previously manufactured diesel engines, following the relevant factory instructions.
It should be noted that the work on improving the TEP60 diesel locomotive was carried out by the plants in collaboration with employees of locomotive depots, the Main Directorate of the Locomotive Economy, the All-Union Research Institute of Railway Transport (TsNII) and the All-Union Research Diesel Locomotive Institute (VNITI).
1. Selection of the main parameters of the power plant and auxiliary equipment of the locomotive
1.1 Determine the weight of the locomotive
The mass of the locomotive (accepted in advance, based on the proposal to use, for example, a single-section locomotive),
Acceleration of gravity
1.2 Determine the mass of the passenger train
Annual passenger traffic;
Mass of a passenger car;
Number of pairs of passenger trains per day;
- the number of passengers in the car.
1.3 Determine the weight of the passenger train
1.4 Determine the tangential traction force
The tangential traction force is determined from the condition of uniform movement of the train with the calculated speed on the calculated rise when there is an equality of the forces of the total resistance to the movement of the train and the tangential traction force of the locomotive:
I is the weight of the locomotive and wagons, .
For fundamental calculations in the course work, the value and is replaced by a certain value that is within 
for passenger trains.
1.5 Determine the tangential power of the locomotive
Estimated locomotive speed
1.6 Determine the effective power of the power plants of the locomotive
- efficiency of the traction generator;
Efficiency of the rectifier installation;
- efficiency of traction motors;
- gear transmission efficiency;
- coefficient of power take-off from the power plant for the auxiliary needs of the locomotive.
Based on the data obtained, we choose the diesel locomotive TEP60
We specify the number of sections of the locomotive:
Where
(3000hp) - power of one section TEP60
We specify the weight of the composition:
H is the calculated traction force of one section of the TEP60 locomotive (at)
Adhesive weight of one section TEP60 (-coupling mass of a diesel locomotive)
And - the main specific resistance to the movement of the locomotive and cars, ;
The correct value of the composition,
We determine the coefficient that takes into account the power consumption for the drive of auxiliary units of the diesel locomotive:
Where
Total power consumption for auxiliary equipment.
We determine the efficiency of the diesel power for traction:
Where
Tangential power of the continuous mode of diesel locomotive TEP60.
We determine the efficiency at the nominal mode of operation of the diesel engine:
- specific fuel consumption;
Heat of combustion of fuel.
We determine the specific traction force and the specific mass of the locomotive:
Determine the traction coefficient of the locomotive:
2. Description of the design of the locomotive
2.1 General information
Single-section diesel locomotive TEP60 with electric transmission is designed to service passenger trains on railways. The power plant of the locomotive, consisting of a 11D45A diesel engine with a capacity of 3000 liters. With. and the main generator GP-311V, is located in the middle of the locomotive on a diesel frame.
The diesel locomotive is two-stroke, 16-cylinder with a V-shaped arrangement of cylinders, with a two-stage air supply and intermediate air cooling after the turbochargers.
Main DC generator GP-311V with independent excitation and cooling. The diesel frame is mounted on the frame of the diesel locomotive on rubber-metal shock absorbers, which perceive the mass of the power plant and some auxiliary devices. A number of auxiliary units are set in motion from the diesel shaft: on the generator side - a brake compressor, a two-machine unit consisting of an auxiliary generator and an exciter of the main generator, an VS-652 sub-exciter and a fan for cooling the generator and electric motors of the front bogie. All these units, with the exception of the brake compressor, are driven by a transfer gearbox.
From the side of the turbochargers, the diesel engine drives the cooling fan for the electric motors of the rear bogie and, through the multiplier, pumps for the hydraulic drive of the diesel refrigerator fans. The air for cooling electric machines is sucked in from the outside of the body and is supplied to the destination through air ducts.
The air required for diesel operation passes through oil-film filters located above the turbochargers. Under adverse meteorological conditions, air intake for diesel cooling is also possible from the body.
The diesel air-cooling device consists of a refrigerator that has two independent circulation circuits. The diesel water is cooled in the first circuit, the water cooling the diesel oil in the heat exchanger and the air in the diesel charge air cooler are cooled in the second circuit. The refrigerator fans are driven by hydraulic motors that work under oil pressure generated by hydraulic pumps. The operating mode of the hydraulic motors is regulated by thermostats that automatically maintain the specified range of water and oil temperatures.
On both sides of the cooler shaft there is a water-oil heat exchanger, brake reservoirs, coarse and fine oil filters, oil and fuel pumps.
On the side of the generator there is a high-voltage chamber, the wall of which, facing the driver's cab, has double doors glazed with organic glass. Access inside the chamber is possible only through doors and detachable sheets located on the other two sides of the chamber.
The power drives are enclosed in aluminum pipes that are laid under the floor. To the left of the high-voltage chamber, near the front cabin, a heater boiler is installed to heat the system before starting the diesel engine. A bathroom is located at the rear wall of the high-voltage chamber.
The locomotive uses a welded load-bearing body, consisting of the main frame, side walls, cover and two cabins. The body frame is made of welded bent lightweight profiles and sheathed with thin steel and aluminum sheets.
In the engine room, the floors are made of removable extruded ribbed aluminum plates, through which the units located under the floor are inspected and repaired. The side walls and the roof of the body are thermally sound-insulated and sheathed inside with thin sheet steel.
The driver's cabs are separated from the engine room by heat and noise insulated walls, in the middle of which there are airtight doors with double-glazed windows. The driver's console has an inclined display with instrumentation.
For the driver and his assistant, the seats can be adjusted in height and in the longitudinal direction. Under the table of the assistant driver, two water heaters with forced air supply are installed for heating. In winter, a special fan sucks in air from the cabin, drives it through the heaters and warmed up, returns it under the seats to blow the windows and heat the cabin.
The locomotive body is mounted on two three-axle balanced jawless bogies, on each of which it rests with the help of two main pendulum-type supports equipped with rubber cones and four lateral support springs located two on each side of the bogie. An elastic connection is provided between the body and the bogie by means of spring braces that hold the pendulum supports in a vertical position with certain initial restoring forces. When the carts deviate from the middle position, these forces increase and tend to return it to the middle position.
Spring suspension of bogies includes two stages. The lower stage includes coil springs with balancers and leaf springs, the upper stage includes coil springs and rubber shock absorbers on the main pendulum bearings. The static draft of the spring suspension, excluding rubber damping, is 94.3 mm.
Traction electric motors are made with support-frame suspension; their mass is not perceived by the axles, since they are mounted on the bogie frame and belong to the sprung structure of the diesel locomotive. The torque is transmitted from the electric motor through a hollow axle, which rests in the bearings of the electric motors, and then through elastic articulated drives - to each wheel pair.
The design of the axle box in combination with the support-frame suspension of the TED, soft spring suspension with a wide use of rubber shock absorption are the main qualities of a passenger locomotive bogie.
The locomotive uses six TEDs, permanently and in parallel connected to the generator. Such a connection of electric motors ensures optimal use of the coupling mass and, in the event of a malfunction of one of them, contributes to a smaller decrease in the traction force of the diesel locomotive.
The diesel locomotive uses a system for automatic control of the power of a diesel generator using an integrated speed controller (RFO). This system is reduced to connecting two executive units into a single design: one regulates the fuel supply to the diesel engine, the other changes the excitation of the generator.
The new control scheme reduced the dimensions and power consumed by the magnetic amplifier, improved its characteristics and ensured high stability of the operating parameters of the control system.
The diesel locomotive is equipped with an electro-pneumatic brake, a radio station, a fire-fighting installation with an automatic notification system and an automatic locomotive alarm system with hitchhiking.
2.2 Technical characteristics of the locomotive
Type of locomotive and passenger transmission with direct current electric transmission.
Axial characteristic 30-30.
The greatest tangential power, l. s2330 (3000).
Design speed, km/h160.
Long-term traction force at a speed of 50 km/h, kgf.12500.
The service weight of the diesel locomotive with 2/3 of the fuel and sand, t126±3%.
The load on the rail from the wheelset, t s. 21.0 ± 3%.
Locomotive control from any cab.
The type of the undercarriage is bogie.
Number of carts 2.
Wheel diameter in a rolling circle, mm1050.
Boxes are jawless, driving on rolling bearings.
Type of shock-traction devices automatic coupler SA-3.
Minimum radius of passable curves, m125.
Fuel reserve, kg:
settlement 5000,
the largest is 6400.
Water reserve, kg 1580,
Oil quantity, kg:
in diesel with systems 880,
in hydrostatic drive 80,
Stock of sand, kg 600,
Main dimensions, mm:
Maximum height from railhead 4780
Maximum width over protrusions 3316
Distance between axes of automatic couplers 19250
Locomotive base 15000
Distance between centers of bogie pins10200
The smallest distance from the rail head to the gear housing 140
Dimension IT (GOST 9238-73)
Symbol 11D45A.
Number of cylinders 16.
Rated power, e. l. s3000.
Rated frequency of rotation of the crankshaft, rpm750.
Lubrication system and its cooling.
Type circulating under pressure.
Oil pump gear.
Oil pump performance, not less than 90.
Refrigerator type oil-water heat exchanger.
Heat exchanger surface, :
oil 44.
by water35.5.
Coarse mesh oil filter
The same fine cleaning (on diesel) centrifugal
Paper fine oil filter
The diesel cooling system is water type, forced.
The water pump is centrifugal.
Maximum pump capacity 100
2.3 Traction characteristics
The traction characteristic (dependence of the tangential traction force on the speed of movement) of the TEP60 diesel locomotive when operating at the 15th position of the driver's controller is shown in Fig.1. The curves of resistance to the movement of a diesel locomotive with trains weighing 1000, 800 650 tons on the site (i = 0) and lifting I = 9% are also plotted there. The intersection points of these curves with the traction characteristic make it possible to determine the equilibrium speeds of passenger trains, which can be obtained using the TEP60 diesel locomotive.
Fig.1. Curves of tangential traction force and movement resistance of the locomotive TEP6O: 1 - curve of resistance to movement on the rise (i=9‰ with a train mass Q=1000 t; 2 - i=9‰, Q= 800 t; 3 - i=9‰, Q =650 t; 4 - i=0‰ Q=1000 t; 5 - i=0‰, Q= 800 t; 6 - i=0%0, Q=650 t
The traction characteristics of the diesel locomotive TEP60 at various positions of the driver's controller are presented
In Fig.7. The presence of three sections in the traction characteristic is determined by the operation of the traction motors in the full field (FP), the first (OP1) and the second (OP2) stages of excitation attenuation. The maximum tangential traction force is limited by the maximum allowable current of the traction motors and traction generator.
The dependence of the efficiency of a diesel locomotive on the speed of movement, corresponding to the traction characteristic (see Fig. 2),
The power efficiency factor, equal to the ratio of the tangential power of a diesel locomotive to the full power of a diesel engine, is: in long-term operation - 0.737; maximum - 0.778; guaranteed by technical conditions - not less than
Fig.2. Traction characteristics of the diesel locomotive TEP60 when operating at different positions of the driver's controller
All the presented characteristics are built for the conditions under which the full power of the diesel engine is realized.
2.4 Equipment layout on a diesel locomotive
The diesel locomotive equipment is mainly located inside the body, which allows protecting it from harmful atmospheric influences and facilitating control over its operation along the route. The internal volume of the body is divided into driver's cabs, diesel (engine) compartment and vestibules.
The driver's cabins are separated from the diesel room and vestibules by heat and sound insulating walls. In each cabin on the right side (on the movement of the train) there is a control panel 41 with controls and measuring instruments necessary for the driver when driving the train. On the left side there is a table 39 of the assistant driver, under which there is a heating and ventilation unit with a fan driven by an electric motor. For heating, two heaters are used, into which heated water is supplied from the diesel cooling system. Above the table is a small panel with control devices used by the assistant driver. In addition, equipment is installed in the cab to create the required working conditions for the locomotive crew: a windshield wiper and sunshields, etc. Soft, height-adjustable seats are provided for the driver and assistant. Next to them are two hard folding seats.
On the outside of the cab there are two red and two white buffer lights, license plates, a typhon, a whistle, as well as end valves and connecting sleeves for an electro-pneumatic brake. A searchlight 17 is installed above the cabin windows, which is accessible from inside the cabin through a special hatch for changing the lamp and adjusting the lighting. On the outer side of cabin No. 2 (rear), two inter-locomotive connections are installed.
A diesel generator is installed in the central part of the diesel room. Diesel 8 and the traction generator 47 driven from it are attached to the diesel frame, which rests on the body frame through rubber-metal shock absorbers. A transfer gearbox 46 is installed on the generator housing, from which the shafts are driven: a two-machine unit 44 (exciter and auxiliary generator), a synchronous sub-exciter 45, a fan 11 of the traction generator and a fan 12 of the front bogie traction motors. All these units are also installed on the traction generator housing. At a nominal speed of the diesel crankshaft of 750 rpm, the speed of the diesel shaft from which the transfer gearbox is driven is 1500 rpm, the two-machine unit is 1820 rpm, the synchronous sub-exciter is 4080 rpm, the fan wheels are 2170 rpm.
The brake compressor 13 is driven from the shaft of the traction generator with a speed equal to the speed of the diesel crankshaft.
The main part of the electrical apparatus is located in the high-voltage chamber 42. On the left wall of the body near the high-voltage chamber there are installed: a fan 14 of a diesel room driven by an electric motor, a food refrigerator 15 with power supply and a gas fire extinguisher 16. Under the floor there are two fuel priming pumps 38 driven by electric motors.
In the opposite part of the body there is a cooling device with central passages, consisting of two shafts. In the roof part of the shafts there are 4 fans driven by 3 hydraulic motors. The hydraulic motors are connected by a pipeline with two 48 hydraulic pumps mounted in a gearbox, which is driven by the diesel crankshaft. The hydraulic drive oil is cleaned in the filter - tank 6 and the fine filter 32, located on the front wall of the first (closest to the diesel) shaft of the cooling device. The heated water entering the cooling device passes through the radiator sections 53 where it is cooled by air. The location of the radiator sections in the shafts of the cooling device is single-row, along both walls of the body.
On the cover of the body above the fan wheels and in the side walls of the body in front of the water radiators of the section, blinds 31 of the wing design are installed. Blinds drive electro-pneumatic with automatic control depending on the temperature of water and diesel oil. Remote (with control panel) manual control is provided. In case of remote control failure, there is a direct manual drive. A water tank 5 is installed in the roof part of the body between the shafts, and under it is a fine 29 and coarse 30 oil filter, an oil pump 52 driven by an electric motor, a water-oil heat exchanger 50 and four main air tanks 51.
At the front end of the diesel engine there is a fan 33 of the traction motors of the rear bogie, a fan wheel, which is driven from the output shaft of the diesel engine through an angular gearbox. Directly on the diesel engine are installed: a fine fuel filter 36, centrifugal oil filters 10 and a diesel regulator 9. A coarse fuel filter 35, a remote fuel gauge 37 are placed on the left wall of the body, a fuel heater 34 under the floor. The locomotive body rests on two three-axle bogies, between which a fuel tank 22 is located. A storage battery is placed in the niches of the fuel tank on both sides of the locomotive. The floors in the diesel room are made of ribbed aluminum plates that can be easily removed for inspection and repair of units installed under the floor.
Fig.3. The layout of the equipment of the diesel locomotive TEP60: 1 - a box for a hose and a generator of a fire-fighting installation; 2 - reservoir of a fire-fighting installation; 3 - hydraulic motor; 4 - fan; 5 - water tank; 6 - hydraulic drive filter tank; 7 - exhaust pipes; 8 - diesel; 9 - diesel regulator; 10 - centrifugal oil filter; 11 - traction generator fan; 12 - fan of traction motors of the front bogie; 13 - brake compressor; 14 - diesel room fan; 15 - refrigerator for food; 16 - gas fire extinguisher; 17 - searchlight; 18 - main body supports; 19 - mounting paws of the electric motor; 20 - traction motor; 21 - mounting bracket; 22 - fuel tank; 23 - box balancer; 24 - springs; 25 - spring balancers; 26 - side supports of the body; 27 - box; 28 - brake cylinder; 29 - diesel oil fine filters; 30 - diesel oil coarse filter; 31 - blinds; 32 - fine filter for hydraulic drive oil; 33 - fan of traction motors of the rear bogie; 34 - fuel heater; 35 - coarse fuel filter; 36 - fuel fine filter; 37 - fuel gauge; 38 - fuel priming pump; 39 - table of the assistant driver; 40 - hand brake; 41 - control panel; 42 - high voltage chamber; 43 - bathroom; 44 - two-machine unit; 45 - sub-exciter; 46 - transfer gearbox; 47 - traction generator; 48 - hydraulic pumps; 49 - manual fire extinguisher; 50 - water-oil heat exchanger; 51 - main air tanks; 52 - oil pump; 53 - radiator sections.
2.5 Diesel 11D45A
The diesel locomotive TEP60 is a modification of the family of medium-speed two-stroke diesel engines of the D40 type (dn23/30), which have been in serial production since 1959. During this time, they have found wide application in various sectors of the national economy and abroad. This was facilitated by such characteristic abilities of diesel engines of this type as light weight and small overall dimensions, ease of maintenance and repair, high wear resistance of the main diesel engines and assemblies,
Selection of the main parameters of the power plant and auxiliary equipment of the locomotive. Description of the design of the locomotive. Technical data of the diesel locomotive 2TE116. Design features, layout and main technical characteristics of the diesel engine 1A-5D49.
Operation of the oil pump and oil filter. The device and operation of the lubrication system. Scheme of the lubrication system of the oil pump, full-flow oil filter, centrifugal oil filter. Oil-water heat exchanger and crankcase ventilation system.
ACS diagram of the angular velocity of an internal combustion engine (diesel). Numerical values of stability margins in amplitude and phase. Graphs of functional dependencies. Graphical dependence of the transition process time on the control action.
Technical and economic indicators of diesel engines. The use of diesel engines in all trucks, buses and a significant part of cars. Diesel fuel. Scheme and devices of the power system. mixture formation. Air supply and purification system.
SUSU Department of ICE Topic of the abstract: "Starting system of a tractor diesel engine". Completed by: Grinev Evgeniy. Group AT-141 Checked: To start any internal combustion engine, it is necessary to rotate its crankshaft from an external source of energy. In this case, the shaft speed must be ...
Information about the design of the undercarriage of a diesel locomotive. Arrangement of devices, devices and lamps on the control panel and signal lamp panel. Assembly of axle boxes on the axle of the wheelset. Installation of spring suspension of traction motors and bogie frame.
Familiarization with the device, location and fastening of the diesel power supply system. Fuel tanks. Fuel filters. Fuel pumps. Air cleaner. intake pipelines. Exhaust pipelines. High pressure fuel pumps.
A characteristic of the electrical power transmission of a given locomotive. Calculation of the main parameters of power transmission of a diesel locomotive in a long-term mode, the traction characteristics of a diesel locomotive and its efficiency, the traction force of a locomotive, limited by the adhesion of the wheel to the rails.
Fuel for diesel engines, design and operation of the diesel fuel and air supply system, exhaust gas exhaust system, high pressure fuel pump, injectors. Fuel for gas engines, design and operation of gas engine power systems.
List of control questions for the exam in the discipline "OPERATION OF SPP" Section No. 1 Characteristics and operating modes of a diesel engine Screw characteristic. Heavy and light screw.
Appointment, devices of automatic system of regulation of temperature of a cooling liquid. Device, principle of operation and maintenance. Equipment, tools, fixtures, devices. Workplace safety and cleaning.
Description and analysis of the device and interaction of timing parts of the YaMZ-236 engine. Features of the start-up heater of the engine of the GAZ-66 car. The study of the design features of the lubrication system of engines ZMZ-24, ZMZ-66, ZIL-130, YaMZ-236, KamAZ.
Main technical characteristics of diesel locomotive 2TE10L. Calculation of tangential power, traction force by adhesion. Determination of the preliminary and final calculated value of the gear ratio of the axial gearbox, the diameter of the gear and pinion.
Full flow oil filter. Increase filter resistance. Dry friction double disc clutch with peripheral pressure springs. Clutch and brake valve control drive. Chassis frame and towing device.
Justification of the main dimensions D and S and the number of cylinders and diesel. Calculation of the process of filling, combustion, compression and expansion. Calculation of pressurization systems and gas exchange process. Indicator and effective indicators of a diesel engine. Choice of number and type of turbocharger.
Air filter cleaning methods. Diesel system assembly technology, adjustment, testing and acceptance after repair. Basic safety rules for the operation of pressure vessels. Works performed during maintenance and repair.
Lubrication system with oil splash and forced. Wet, dry and combined sump systems, schemes of the corresponding lubrication systems and their elements: valve, filter, housing. Oil filters and types of motor oils, their properties and significance.
Ensuring the performance of engines. Schematic diagram of the lubrication system. Oil pump, radiator, filter. Classification of automotive oils. Recommendations for the selection of oils by viscosity. Dry and liquid friction. Scheme of the centrifuge.
Force majeure in the course of shipping. The operating mode of a faulty diesel engine when the crankshaft speed is reduced. Calculation of the economic course and load mode of the main internal combustion engines in the event of malfunctions.
Schemes of designs of automobile engines with different types of cooling, mixture formation and ignition of the mixture. Engines for passenger cars of a small class of cross-country ability, especially small, medium and large classes; truck diesel.
COUPLING WEIGHT locomotive, the weight falling on those axles of the locomotive, to which the forces rotating them are applied. The locomotive can move only when the rotating forces are F≤ϕQ, where ϕ is the coefficient of friction between the wheel and the rail, and Q is the weight on the driving wheels. The coefficient of friction is also called the adhesion coefficient, therefore the weight Q, which determines the value of the greatest possible traction force, was called the adhesion weight, or, more simply, the adhesion weight. It can be seen from the formula that the greater the value of the required traction force of the locomotive, the greater the coupling weight should be. In commercial locomotives that develop high traction at low speed, the maximum weight is used as much as possible, and the ratio of Coupling weight to total weight ranges from 75-100%. In passenger locomotives operating at higher speeds, but with less traction, there is no need to use maximum weight for coupling, and therefore the ratio of the coupling weight to the total weight in them is taken from 50 to 75%. In absolute terms, the weight of the coupling of commercial locomotives in America is 120-150 tons, reaching in exceptional cases 250 tons, in Europe it does not exceed 80-100 tons. The weight of the coupling of passenger locomotives: in America 90-120 tons, in Europe 50-75 tons.
