tech-2022_09(102)

№ 9 (102) сентябрь, 2022 г. Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT A methodology for calculating the indicators of the payoff parameter for strategic optimization problems for railway transportation of different structure, type and type of cargo on railway sections is proposed. АННОТАЦИЯ Предложена методика расчёта показателей параметра выигрыша для задач оптимизации стратегического типа при железнодорожных перевозках различных по структуре, типу и виду грузов на участках железных дорог. Keywords: algorithm, solution, freight traffic, locomotive, payoff parameter, carriage, optimization problem, haul, parking, efficiency. Ключевые слова: алгоритм, решение, грузопоток, локомотив, параметр выигрыша, вагон, задача оптимиза- ции, перегон, стоянки, эффективность. ________________________________________________________________________________________________ Strategic-type optimization tasks for the locomotive (∑ ������с + ∑ ∆������рз)i = ������п������ − ������п������ (2) complex of railways, including Uzbek ones, are aimed ������у at achieving the greatest efficiency in the use of the lo- comotive fleet in real conditions for organizing the The idle time of the train at the precinct stations, re- transportation of goods and passengers by rail. ferred to the haul length ������������ xi, km with the length of the counting section Lc, km can be taken In [1] it is shown that for railway transport in gen- eral and its individual sectors (services, departments), ������у������ = ������������∙������у (3) the criterion for evaluating the effectiveness of work can ������с and should be taken as the gain parameter B - annual reduced national economic costs. and the corresponding time for acceptance - deliv- ery of a locomotive (diesel locomotive, electric locomo- The payoff parameter B should be taken (accepted) tive) by locomotive crews for a given freight traffic G t net, which can be written as follows [2]: Эг = Э + Э1 + Э4 + Эк (1) ������б������ = ������������∙������б (4) ������с where Э - annual operating costs; Э1 - the share of an- where ty - total stop time at local stations of the ac- nual deductions for capital costs for rolling stock with count section under consideration, h; tб - total time spent an appropriate payback period; Э4 - reduced costs asso- by locomotive crews for acceptance - delivery at the ac- ciated with the cost of cargo on wheels, the speed of its count section, h delivery and the standard payback period; Эк is the an- nual present share of capital investments on the site (ex- If, based on the experience of work or the train cluding rolling stock) to improve working conditions or schedule, to reveal the average idle time of trains at in- expand the volume of rail traffic. eterramtioednia∆t���e���рсрзs,tatthioennsth������eссрs, taospswaeslsl iagsneadccкelier-amtiounh–audlewceill-l be We believe it is necessary to dwell on the accepted order of counting some values necessary for calculating ������������ = (∑ ������с+ ∑ ∆������р���с���ррзз)������, stops (5) the mentioned gain parameter for strategic-type tasks - ������сср+∆ the annual reduced national economic costs for hauling the railway section. Given the known average total idle time of the loco- With the net travel time specified in the initial data motive in the main and circulating depots per revolution along the considered stage - ������п������ and the coefficient of sec- ������ло, the value of this time, related to the i -th stage will be tional speed in relation to the running - βу the sum of the total idle time of the train at intermediate stations and ������л������ = ������������∙������ло (6) additional time for acceleration - deceleration related to 2������п the i - th stage will be 28

№ 9 (102) сентябрь, 2022 г. where Ln - arm length of the chainless operation of the Мв������ х = ������������∙������в∙������с∙������в (10) ������������∙������у������ ч locomotive, km. Locomotive turnaround time, referred to к i - mu and their number, depending on the parking at the stations haul, assuming ������у������ = ������б������ will be ������о������ = ������п������ + ������в������ + ������л������ (7) М���в��� х = 0,0415 ∙ М���в��� х ∙ ������в������ (11) where ������в������ = (∑ ������с + ∑ ∆������рз) + ������у������ - additional time re- where пв - number of cars on the train; Кв - coeffi- lated to the haul, hours cient for converting the operated fleet into inven- The corresponding cost of locomotives on the haul will be tory; ������у���ч��� = ������������ - average sectional speed related to the ������п������ +������в������ i-th stage, km/h; 0.0415 is the share of car-hours of Мл������ = ������о������ ∙ ������с ∙ ������л (8) movement, taking into account the number of cars in 24 trains located at the stations of the section [3]. where пс - daily number of trains in the considered di- Thus, the values will be obtained М���л��� и Мв������ , which rection; ������л - coefficient of conversion of the operating are necessary for calculating the reduced costs for capi- fleet into inventory. tal investments in rolling stock and its renovation. The required number of cars of the inventory fleet, The value of stops zi is used to determine the cost assigned to the i-th haul will be of parking associated with the time and energy costs of funds. М���в��� = Мв������ х + М���в��� с (9) As a result of the foregoing, the calculation of the value of the annual reduced national economic costs for Number of wagons depending on traffic conditions the haul is carried out on the basis of expression (1), at- tributing all calculations of its terms to the haul. Reference: 1. Ablyalimov O.S. On the classification of process optimization problems [Text] / O.S. Ablyalimov // Universum: technical sciences: electron. scientific magazine 2020. No. 8 (77). pp. 20-22. DOI: 10.32743/UniTech.2020.77.8-1. 2. Ablyalimov O.S. Economic indicators of the efficiency of locomotives in operating conditions [Text] / O.S. Ablyal- imov // Universum: technical sciences: electron. scientific magazine 2020. No. 9 (78). pp. 76-79. DOI: 10.32743/UniTech.2020.78.9-1. 3. Tikhonov K.K. Technical and economic calculations in the operation of railways [Text] / K.K. Tikhonov // Mono- graph. – M.: Izd-vo MPS, 1962. – 252 p. 29

№ 9 (102) сентябрь, 2022 г. ALGORITHM FOR SUBSTANTIATION OF DYNAMICS OF CHANGE WEIGHTS AND NUMBER OF AXLES OF COMPOSITIONS OF TRAIN Oleg Ablyalimov Candidate of Technical Sciences, professor, professor of the chair «Loсomotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Jasurbek Yakubov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Anna N. Avdeyeva Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Khusan Кosimov Senior lecturer of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Utkir Safarov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] АЛГОРИТМ ОБОСНОВАНИЯ ДИНАМИКИ ИЗМЕНЕНИЯ ВЕСА И ЧИСЛА ОСЕЙ СОСТАВОВ ПОЕЗДА Аблялимов Олег Сергеевич канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Якубов Жасурбек Камолиддинович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент __________________________ Библиографическое описание: ALGORITHM FOR SUBSTANTIATION OF DYNAMICS OF CHANGE WEIGHTS AND NUMBER OF AXLES OF COMPOSITIONS OF TRAIN // Universum: технические науки : элек- трон. научн. журн. Ablyalimov O.S. [и др.]. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14285

№ 9 (102) сентябрь, 2022 г. Авдеева Анна Николаевна канд. техн. наук, доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The choice of the gradations of the dynamics of changes in the weight and the number of axles of the trains, adopted when solving the optimization problem for the transportation work of locomotives for a given time of the train running is indicated. АННОТАЦИЯ Обозначен выбор градаций динамики изменения веса и числа осей составов, принятых при решении задачи оптимизации для перевозочной работы локомотивов при заданном времени хода поезда по перегонам. Keywords: payoff parameter, work option, control mode, gradation, travel time, selection, composition, train. Ключевые слова: параметр выигрыша, вариант работы, режим управления, градация, время хода, выбор, состав, поезд. ________________________________________________________________________________________________ Based on the theory of optimal control, it is possible weight or mass of the composition, m – number of axles in the composition, t – train running time, z – number of to solve a number of important practical optimization train stops). Characteristic here is the presence of a given problems in order to achieve high efficiency of the trans- travel time ������п = ������������������������������. trains on hauls and the need to have an optimal control mode Рт∗ for any combination of portation work of locomotives in certain specific condi- weight (mass) Q of the train and the number (number) tions of the operational activities of railways, including of axles m in the train. 2. Choosing the optimal control mode Рт∗ and opti- Uzbek ones. mal travel time ������п∗ trains on hauls for the conditions of Some examples of solving specific practical prob- one or another variant of VR operation. A feature of this lems confirm the practical value of the theoretical con- optimization problem is the need to identify the optimal travel time ������п∗ trains on hauls for the most typical (aver- clusions of works [1-4]. age) conditions for organizing the work of the Op of In practical conditions, one has to deal with prob- each variant of the work of VR. The resulting travel time lems that are solved in order to optimize the control for hauls is then used to draw up and develop a train mode Рт (all the coordinates of the material and tech- nical base of the Mб and the organization of the work of schedule. the Oр are known), optimization of the control mode Рт and running time ������п trains on hauls (all coordinates of 3. Development of energy consumption standards the material and technical base of the Mб and the organ- for trips of the VR operation option. Obviously, differ- ization of the work of the Oр are known, with the excep- tion of the mentioned time ������п), as well as optimization entiated norms should be expressed by dependencies ������������������ , that is, individual coordinates of the material and technical base Mб and organization of work Op with ap- that take into account the influence of all factors on en- propriate optimization of the control mode Pт and travel ergy consumption, including the train driving mode, time tп of the train along the hauls. Considering all of the above, we can outline the following specific tasks that which should be the most profitable. The solution of this are expedient in practical conditions for optimizing the optimization problem is connected with finding a tech- nically justified energy consumption for all possible op- transportation work of locomotives: tions for changing the coordinates of the organization of 1. The choice of optimal modes, both for individual work Op. The issues of regulation of energy consump- specific trips, and for their family of one or another var- tion by diesel and electric traction locomotives are of iant of VR operation. Received recommendations for choosing the optimal control mode Р∗т should be ex- paramount importance for railway transport and are con- pressed depending on specific quantities Q, m, t, z (Q – sidered in [5-7 and others]. 31

№ 9 (102) сентябрь, 2022 г. 4. Similar to the rationing of energy consumption, family of trips. At the same time, performing full trac- the question of the rationing of funds for trains, which is tion and energy calculations (TER) with optimization still put as a proposal for further research. For trips of for each trip is inexpedient, as mentioned above. In ad- the BP work option, you can set the rate of expenditure dition, provide recommendations on management of funds for movement and compare it with the actual modes Рт for each combination of Q, m, t, z, is also prac- expenses determined from the reporting data, according tically impossible. All this raises the question of choos- to the documents. For each trip of the VR operation op- ing the appropriate gradations of the dynamics of tion, you can calculate the cost rate of funds, and then changes in weight (mass) and the number of axles of take into account the actual costs, which will facilitate trains in order to facilitate the practical solution of the more accurate analyzes of the cost of funds and facilitate problem. the solution of the optimization problem to improve the efficiency of the transportation work of locomotives. We present a variant of the choice of gradations This kind of rationing can be carried out for regional adopted by the authors when solving the problem of railway junctions (NOD) and locomotive depots. choosing Р*т for the variant of the operation of the VR, bearing in mind the fairly stable values of the estimated 5. The choice of the optimal elements of the mate- travel time ������р = ∑ ������п haul trains. rial and technical base of the Mб and the organization of the work of the Op, with the appropriate selected opti- The value ������������ at a given travel time ������р = ∑ ������п trains mal values (values) Рт∗ and ������п∗, is the most complex prac- on hauls are calculated according to the analytical de- tical optimization problem, the solution of which will pendence (1) for different values of Q and m, and we allow choosing the most advantageous series of locomo- build the dependence ������к = ������(������, ������), shown in fig. 1. tives, type of cars, section track profile, speed limit, etc. Characteristic for this kind of optimization problems Recommendations for choosing the optimal control will be the changing above-mentioned elements Mб, Op mode Рт∗ should cover all possible cases of combinations and of Q and m values of this variant of BP operation, while we have ������п = ������������������������������, that is, given according to the train ������п, from which it is necessary to identify the appro- schedule. For the accepted variant of the BP operation, priate, optimal coordinates of the material and technical the entire zone (range of change) of the values ������н − base Mб* and the organization of work Ор∗, and optimal ������к, ������н − ������к is divided by gradations, based on the con- control modesРт∗. dition of accepting approximately constant, the total to- tal resistance to movement ������к train, the value of which For all cases of optimization given above, the solu- will be tions include calculations to optimize the trip for certain specific coordinates of the material and technical base of ������������ = ������0(������������0′ + ������������������) + ������(������������ + ������������������) + ������������������������ (1) the Mb and the organization of the work of the Op. Therefore, choosing the oscillation limit ∆������������ = Next, consider the question concerning the choice 5000 − 10000 ������, it is possible to outline gradations of of gradations of the dynamics of changes in the weight change in the weight (mass) Q and the number of axles (mass) and the number (quantity) of the axes of the m of the composition for a given variant of the VR op- trains. eration, within which we will approximately consider it possible to adopt the average optimal control mode Рт∗. In most cases, solving problems of optimizing the transportation work of locomotives has to deal with a 32

№ 9 (102) сентябрь, 2022 г. Figure 1. To the choice of gradations of weight (mass) of trains with ������������ = ������������������������������ Thus, for each combination of Q and m values there mode Рт∗ are found on the basis of traction and energy will be its own optimal control mode Рт∗, which will calculations with optimization on electronic computers greatly facilitate the choice of modes for all possible (computers). cases of train driving on sections. For each gradation, specific data on the positions of the optimal control Reference: 1. Ablyalimov O.S. On solving the problem of optimizing the transportation work of locomotives [Text] // Universum: technical sciences: electron. scientific magazine 2020. No. 9(78). pp. 27-29. DOI: 10.32743/UniTech.2020.78.9-1. 2. Ablyalimov O.S. Substantiation of the method for solving the problem of optimizing the transportation work of lo- comotives [Text] // Universum: technical sciences: electron. scientific magazine 2020. No. 9(78). pp. 30-34. DOI: 10.32743/UniTech.2020.78.9-1. 3. Ablyalimov O.S. Indicators of the efficiency of the use of locomotives in operating conditions [Text] // Universum: technical sciences: electron. scientific magazine 2020. No. 9(78). pp. 35-39. DOI: 10.32743/UniTech.2020.78.9-1. 4. Ablyalimov O.S. Justification of the gain parameter in the problems of optimizing the transportation work of loco- motives [Text] // Universum: technical sciences: electron. scientific magazine 2020. No. 9(78). pp. 91-94. DOI: 10.32743/UniTech.2020.78.9-1. 5. Ablyalimov O.S. Efficiency of methods for normalizing energy consumption for train traction [Text] / A.V. Tolka- chev, O.S. Ablyalimov // Tr. TashIIT, vol. 105 / Tashkent in-t. eng. railway transport. - Tashkent, 1974. - S. 27 - 35. 6. Tolkachev A.V. Calculations of energy consumption norms for the transportation work of locomotives by the method of dismemberment [Text] / A.V. Tolkachev // Tr. TashIIT, vol. 100 / Tashkent in-t. eng. railway transport. - Tashkent, 1973. - S. 43 - 54. 7. Tolkachev A.V. Study of the possibilities of reducing the fuel consumption of diesel locomotives for train traction due to optimal modes of driving trains on the SAZ railway. [Text] / A.V. Tolkachev, O.S. Ablyalimov // Scientific and technical report of TashIIT, VNITC No. 79028894, inv. No. B836191 / Tashkent in-t. eng. railway transp. - Moscow, 1979. - 67 p. 33

№ 9 (102) сентябрь, 2022 г. ABOUT THE EFFICIENCY OF 3VL80S ELECTRIC LOCOMOTIVES ON THE PLOT TASHGUZAR - ACROBAT OF THE UZBEK RAILWAY Oleg Ablyalimov Candidate of Technical Sciences, professor, professor of the chair «Loсomotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Otabek Khamidov Doctor of Technical Sciences, Head of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Jasurbek Yakubov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Anna Avdeyeva Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Кhusan Kosimov Senior lecturer of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Utkir Safarov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] ОБ ЭФФЕКТИВНОСТИ ЭЛЕКТРОВОЗОВ 3ВЛ80С НА УЧАСТКЕ ТАШГУЗАР - АКРОБАТ УЗБЕКСКОЙ ЖЕЛЕЗНОЙ ДОРОГИ Аблялимов Олег Сергеевич канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент __________________________ Библиографическое описание: ABOUT THE EFFICIENCY OF 3VL80S ELECTRIC LOCOMOTIVES ON THE PLOT TASHGUZAR - ACROBAT OF THE UZBEK RAILWAY // Universum: технические науки : электрон. научн. журн. Ablyalimov O.S. [и др.]. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14286

№ 9 (102) сентябрь, 2022 г. Хамидов Отабек Рустамович д-р техн. наук, заведующий кафедрой «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Якубов Жасурбек Камолиддинович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Авдеева Анна Николаевна канд. техн. наук, доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The kinematic parameters of the movement of freight trains of various masses of trains without stops at intermediate separate points and the energy indicators of the use of 3VL80S electric locomotives in the implementation of rail trans- portation of goods on a mountainous section of the railway are substantiated. It has been established that the increase in the energy efficiency of the studied electric locomotives 3VL80S directly depends on the increase in the volume of trans- portation work of locomotives. АННОТАЦИЯ Обоснованы кинематические параметры движения грузовых поездов различной массы составов без остано- вок на промежуточных раздельных пунктах и энергетические показатели использования электровозов 3ВЛ80С при реализации железнодорожных перевозок грузов на горном участке железной дороги. Установлено, что по- вышение энергетической эффективности исследуемых электровозов 3ВЛ80С напрямую зависит от увеличения объёма перевозочной работы локомотивов. Keywords: study, freight train, electric locomotive, railroad, parameter, way, station, time, speed, mountainlaly. Ключевые слова: исследование, грузовой поезд, электровоз, железная дорога, параметр, дорога, станция, время, скорость, горный. ________________________________________________________________________________________________ Recently, there has been a growing need to solve lo- In the general case, the purpose of theoretical re- gistics problems aimed at improving the efficiency of search is to carry out traction calculations on the Tash- using locomotives of various types of traction in the ar- guzar - Kumkurgan section when driving freight trains eas of their circulation. Especially, it concerns the elec- with 3VL80S electric locomotives. Here, the research trified railway sections: Marakand - Karshi, Karshi - methodology, which includes the compilation of mathe- Termez and Marakand-Bukhara and, first of all, the rail- matical models for the conduct of a freight train by way line Tashguzar - Boysun - Kumkurgan, which has 3VL80S electric locomotives, taking into account the been in operation for fifteen years. characteristics of the material and technical base and the conditions for organizing their transportation work, in This article is devoted to the study of some issues the solution of which the graphical method was used related to the problem of energy efficiency of the use of [1,3], provides for a local solution of the task at hand. an electric traction locomotive fleet under operating difficult section Tashguzar - Acrobat JSC \"O'zbekiston conditions. temir yo'llari\". 35

№ 9 (102) сентябрь, 2022 г. This section of the railway with a length of 109.05 On the stages Tashguzar - Dekhkanabad and kilometers belongs to type IV of the track profile and is Dekhkanabad - Karadakhna there are five speed limits classified as “mountainous”, which contains 162 ele- in Vlim = 40 km/h, and the sections Karadakhna - ments and is characterized by a change in the steepness Chashmaikhafizon and Chashmaikhafizon - Acrobat of the elements from 0 to +25 ‰ (116 elements), as well have, respectively, one speed limit in Vlim = 60 km/h and as from 0 to -12 .8 ‰ (45 elements). Moreover, most of seven restrictions on speeds in Vlim = 40 km/h and Vlim them (~66.5%) fall on the share of conditionally \"diffi- = 55 km/h, and the maximum speed of a freight train is cult\" elements. Vlim = 90 km/h. As a criterion for assessing the energy efficiency of The movement of freight trains of different masses the use of 3VL80S electric locomotives on the Tash- of trains (Q1 = 2500 t, Q2 = 2500 t and Q3 = 3500 t) with guzar-Acrobat railway section, one of the logistic pa- a constant number of axles m = 200 axles in roller bear- rameters of the transportation process is taken to be the ing trains is organized by 3VL80S electric locomotives consumption of electricity for train traction, which is in traction mode at the nominal 33-rd position of the justified by the results of the analysis of our research, main controller at the second stage of weakening the taking into account the optimization of train driving field of traction motors in combination with idling and modes [1,2,4]. service braking modes. The calculation of the electric power consumption The results of traction calculations for three options for the movement of the train in the absence of recuper- for driving freight trains by 3VL80S electric locomotives ation is performed based on the constructed curves of along the Tashguzar-Acrobat section of the track with- speed V(S), time t(S) and load current Ida(V) for alter- out stopping at intermediate stations are shown in Table nating current electric locomotives. 1, which shows the dynamics of changes in the indica- tors of the transportation process depending on the mass The total energy consumption is calculated by the of the freight train. formula: Analysis of the results of the mentioned traction cal- A = AД + AС, kW-h (1) culations for a freight train with a mass of Q2 = 3000 tons, conditionally accepted by the authors as a sched- where АД - consumption of electrical energy spent by an uled (unified) train, made it possible to draw the follow- electric locomotive for the movement of a freight train ing conclusions. along the section in traction mode, kW- h; 1. The average total train travel time is 2.28 hours, АС - consumption of electrical energy for own needs however, a decrease in the train mass by 20% leads to a decrease in the total train travel time by 0.73%, and with of an electric locomotive, kW- h. an increase in train mass by ~ 20%, this time increases by 1,4%. The specific power consumption is determined by the formula: 2. The technical speed of the train, on the contrary, with a similar change in the mass of the train, tends, re- W-h/t km (2) spectively, to increase and decrease within the same lim- its, and, on average, it is 47.8 km / h. where Q - weight of train (train), t; L - length of the count section, km. 3. An increase in the mass of the composition by ~ Traction calculations on the section Tashguzar - Ac- 20% contributes to an increase in the total power con- sumption by 11% (1730 kWh), however, the specific robat are carried out based on the algorithm for their im- power consumption is reduced by 4.82%, and a reduc- plementation [1], for the following initial data: the tion in the mass of the composition by 20% provides a mentioned section of the track has five intermediate sta- reduction in the total power consumption by 14% (2199 tions, at which the speed limit is Vlim = 40 km/h and Vlim kWh) and an increase in the specific electricity con- = 60 km/h . sumption by 3.15%. 36

№ 9 (102) сентябрь, 2022 г. Table 1. Parameters of transportation operation of electric locomotives 3VL80S on the section Tashguzar - Acrobat Conditions of transportation work Train running time, min Electrical energy consumption Traction calculation option composition mass Q,т number of axes m, axes technical speed, Vt, km/h general tх in traction mode tт in idling and braking mode tхх,т full A, kW-h specific a, W-h/t km gross 12 3 4 5 6 7 8 9 48,25 135,6 69,08 66,52 13471 49,41 1 2500 200 47,90 136,6 81,10 55,50 15670 47,90 47,24 138,5 91,35 47,15 17400 45,59 2 3000 200 3 3500 200 4. Total and specific average electricity consump- [2] by 8.43%, and with an increase in the mass of the tion for train traction is 15514 kWh and 47.63 Wh/tkm, composition by ~ 20%, this indicator decreases by respectively. 6.59%. 5. The travel time of the train in the idling and brak- 7. The indicator of the use of the traction mode (that ing mode, as well as in the traction mode, varies, respec- is, the ratio of the travel time of the train in the traction tively, from 1.109 h to 0.786 h and from 1.151 h to 1.522 mode to the total travel time of the train) in the process h. Moreover, with an increase in the mass of the train by of a similar change in the mass of the train increases or ~ 20%, there is a decrease in the travel time of the train decreases, also within the same parameters. in the idling and braking modes, as well as its increase in the traction mode, respectively, by 0.139 h and 0.171 Thus, the present studies have established that the h. The travel time of the train in the idling and braking increase in the energy efficiency of the use of 3VL80S mode increases, and in the traction mode it decreases by electric locomotives on the Tashguzar-Acrobat section 0.184 h and 0.188 h, respectively, with a decrease in the of Uzbekistan Temir Yollari JSC will undoubtedly be mass of the train by 20%. ensured by increasing the volume of transportation work performed by the mentioned electric locomotives on this 6. Reducing the mass of the composition by 20% section of the railway. leads to an increase in the use of idle and braking modes Reference: 1. Ablyalimov O.S. Fundamentals of locomotive management [Text] / O.S. Ablyalimov, E.S. Ushakov // Textbook for professional colleges of railway transport. - Tashkent: \"Davr\", 2012. - 392 p. 2. Ablyalimov O.S. Optimization of transportation work of locomotives: questions of theory, methods, calculations, results [Text] / O.S. Ablyalimov // Monograph. - Tashkent: \"Complex Print\" nashriyoti, 2020. - 488 p. 3. Deev V.V. Traction of trains [Text] / V.V. Deev, G.A. Ilyin, G.S. Afonin // Textbook for universities. - M.: Transport, 1987. - 264 p. 4. Tolkachev A.V. On the issue of solving the problem of optimizing train driving modes based on various principles [Text] / A.V. Tolkachev, O.S. Ablyalimov // Tr. TashIIT, vol. 157/5 / Tashkent in-t. eng. railway transport. - Tash- kent, 1979. - S. 40 - 46. 37

№ 9 (102) сентябрь, 2022 г. EVALUATION OF THE EFFICIENCY OF THE USE DIESEL LOCOMOTIVES 4TE10M IN OPERATION Oleg Ablyalimov Candidate of Technical Sciences, professor, professor of the chair «Loсomotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Otabek Khamidov Doctor of Technical Sciences, Head of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Jasurbek Yakubov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Anna Avdeyeva Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Кhusan Kosimov Senior lecturer of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Utkir Safarov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] ОЦЕНКА ЭФФЕКТИВНОСТИ ИСПОЛЬЗОВАНИЯ ТЕПЛОВОЗОВ 4ТЭ10М В ЭКСПЛУАТАЦИИ Аблялимов Олег Сергеевич канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент __________________________ Библиографическое описание: EVALUATION OF THE EFFICIENCY OF THE USE DIESEL LOCOMOTIVES 4TE10M IN OPERATION // Universum: технические науки : электрон. научн. журн. Ablyalimov O.S. [и др.]. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14288

№ 9 (102) сентябрь, 2022 г. Хамидов Отабек Рустамович д-р техн. наук, заведующий кафедрой «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Якубов Жасурбек Камолиддинович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Авдеева Анна Николаевна канд. техн. наук, доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The kinematic parameters of the movement of freight trains and indicators of the energy efficiency of the use of diesel locomotives 4TE10M on a real, mountainous section of the railway are obtained in the form of tabular data, and regression equations are compiled to determine the main indicators of the transportation work of these diesel locomotives on this section. The results of the study are recommended for implementation in the practice of the specialists of the operation shop of the locomotive depot Karshi of the Uzbek railway. АННОТАЦИЯ Получены кинематические параметры движения грузовых поездов и показатели энергетической эффектив- ности использования тепловозов 4ТЭ10М на реальном, горном участке железной дороги в виде табличных дан- ных, а также составлены уравнения регрессии по определению основных показателей перевозочной работы указанных тепловозов на этом участке. Результаты исследования рекомендуются для внедрения в практику ра- боты специалистов цеха эксплуатации локомотивного депо Карши Узбекской железной дороги. Keywords: study, freight train, diesel locomotive, railroad, parameter, way, station, time, speed, mountainlaly. Ключевые слова: исследование, грузовой поезд, тепловоз, железная дорога, параметр, дорога, станция, время, скорость, горный. ________________________________________________________________________________________________ With in the framework of the program for the devel- and energy resources for train traction, based on the the- opment and modernization of the enterprises of the lo- oretical foundations of mathematical methods of opti- comotive complex of the Uzbek railways, an important mal control and locomotive traction. place is occupied by the solution of specialized special- ized tasks related to the issues of increasing the effi- A prerequisite for the implementation of the above ciency of using diesel traction in non-electrified sections was the traction calculations carried out for the most dif- of JSC \"O'zbekiston temir yo'llari\". ficult section of the railway company - Tashguzar - Ac- robat [1,2], where freight trains of various mass trains At the Department of Locomotives and Locomotive (Q1=2500 t, Q2=3000 t and Q3=3500 t) are serviced die- Economy of the Tashkent State Transport University, sel locomotives 4TE10M, which were based on the research is being carried out to optimize the transporta- equation of train motion of the form tion work of locomotives in order to ensure the transpor- tation of goods and passengers at the lowest cost of fuel (1) 39

№ 9 (102) сентябрь, 2022 г. where v is the speed of movement, m/s; t - train travel of trains by diesel locomotives 4TE10M on the Tash- time, s; u - specific resultant force of the train, N/kN; ζ guzar-Acrobat section are shown in table 1. is the actual (actual) acceleration of the train, kNm/Ns2. Based on the analysis of the results of the mentioned The solution of the differential equation (1) was car- traction calculations in relation to a scheduled (unified) ried out by a graphical method, taking into account the freight train with a train mass of Q2 = 3000 tons, the fol- principle of maximum use of power and traction and lowing was obtained. performance qualities (properties) of the locomotive [4], which for a diesel locomotive 4TE10M, in the traction 1. The average total train travel time is 2.75 hours, mode, corresponds to the 15th nominal position of the however, a decrease in the mass of the train by ΔQ= 500t driver's controller in the full field of PP, the first (OP1) (by 20%) leads to a decrease in the total train travel time and second (OP2) stages of weakening the magnetic by 8.05%, and with an increase in the mass of the train field of traction motors [3], in the speed range from 19 by ΔQ= 500t ( ~ 20%) there is an increase in this time km/h to 60 km/h according to the locomotive traction by 8.24%. characteristic. In addition, idle and braking modes are used. 2. The technical speed of the train, on the contrary, with a similar change in the mass of the train, tends, re- The results of traction calculations for three differ- spectively, to increase and decrease within the same lim- ent modes of driving a freight train with different masses its, and on average, it is 39.79 km / h. Table 1. Efficiency parameters of diesel locomotives 4TE10M on the mountain section Tashguzar - Acrobat of the Uzbek Railway Conditions of transportation work Traction calculation option composition mass Q, т number of axles m, axes technical speed Vт, км/ч general tх in traction mode tт in idling and braking mode,tхх,т total per trip E, kg specific per trip e, kt/104tkm gross reduced cash costs C', som/km Train running time, min Consumption and cost of diesel fuel 12 3 4 5 6 7 8 9 10 104,05 47,71 3621,7 132,846 36699 1 2500 200 43,11 151,76 120,31 44,73 4167,3 127,381 42227 137,94 40,70 4772,6 125,043 48361 2 3000 200 39,64 165,04 3 3500 200 36,63 178,64 3. The total and specific average consumption of composition by ~ 20%, these indicators increase and de- diesel fuel for traction and maintenance of a freight train crease by 4 .32%. on the entire section is 4187.2 kg and 128.423 kg/104 tkm gross, respectively. 7. A decrease in the mass of the composition by 20% leads to a decrease in the total and specific cost by 4. An increase in the mass of the composition by ~ 13.09%, and with an increase in the mass of the compo- 20% contributes to an increase in the total consumption sition by ~ 20%, these indicators increase by 14.52%. of diesel fuel by 14.53%, however, the specific con- sumption of diesel fuel decreases by 1.84%, and a de- Using the standard program of the Microsoft Office crease in the mass of the composition by 20% provides Excel series, we have obtained concise formulas that al- a decrease in the total consumption of diesel fuel by 13 low, with a sufficient value of the approximation relia- .09% and an increase in the specific consumption of die- bility R2 (the necessary reliability condition is R2≥0.8), sel fuel by 4.29%. to accurately calculate the main performance indicators of diesel locomotives of the 4TE10M series on the Tash- 5. The travel time of the train in the modes of idling, guzar-Acrobat section for any i th mass of the composi- braking and traction varies, respectively, from 0.80 h to tion Q of the freight train. 0.68 h and from 1.73 h to 2.30 h. With an increase in the mass of the train by ~ 20%, the train travel time in the Technical speed of the train, km/h idling and braking mode decreases, as well as its in- crease in the traction mode, respectively, by 0.067 h and Vт= – 0,0065Q+59,207, R2=0,9985 (2) 0.294 h. With a decrease in the mass of the train by 20%, the time of the train in the idling and braking mode in- Total train travel time, min creases, and in the traction mode it decreases by 0.050 h and 0.271 h, respectively. tx=0,0269Q+84,653, R2=0,9999 (3) 6. A decrease in the mass of the composition by Train travel time in traction mode, min 20% leads to a decrease in the use of the traction mode and an increase in the use of the idling and braking mode tт=0,0339Q+19,097, R2=0,9995 (4) [1] by 4.34%, and with an increase in the mass of the 40

№ 9 (102) сентябрь, 2022 г. Train travel time in idling and braking mode, min such changes are described by a power function. At the same time, the absolute error in the calculations of the tхх,т= – 0,007Q+65,41, R2=0,9926 (5) mentioned indicators for various conditions for organiz- ing the transportation work of diesel locomotives Total diesel fuel consumption per trip, kg (6) 4TE10M on the Tashguzar - Acrobat section is 0.08 ... Е=1,1509Q+734,5, R2=0,9991 0.72%, which ensures the calculation accuracy of 99.92 ... 99.28 percent. Specific consumption of diesel fuel per trip, kg/104 t km gross The conducted studies also found that an increase in the consumption of full-scale diesel fuel for a trip on the е=547,79Q–0,1814, R2=0,9707 (7) Tashguzar-Acrobat section is closely related, first of all, to an increase in the travel time of a freight train in trac- Reduced cash costs, som/km tion mode, and as a result, this leads to an increase in the mechanical work of forces acting to the specified train С'=11,662Q+7443, R2=0,9991 (8) in this mode. The obtained analytical expressions (2) - (8) indi- Thus, the use of mathematical models for driving a cate that the nature of the change in the main indicators freight train by diesel locomotives 4TE10M and the of the transportation process, depending on the mass of main indicators of the transportation process on the sec- the freight train, obeys a linear law, with the exception tion Tashguzar - Acrobat of the Uzbek railway provide of the specific consumption of diesel fuel, for which the necessary conditions for predicting the consumption of full-scale diesel fuel and the efficiency of these loco- motives on this section in various operating conditions. Reference: 1. Ablyalimov O.S. To the efficiency of diesel locomotives on the section Tashguzar - Kumkurgan [Text] / O.S. Ablyal- imov, I.R. Kayumov // Vestnik TashIIT, No. 2, 2012. - P. 42-44. 2. Ablyalimov O.S. To the efficiency of using diesel locomotives 4TE10M on the section Tashguzar - Kumkurgan [Text] / O.S. Ablyalimov, I.R. Kayumov // Republican scientific and technical conference with the participation of foreign scientists. \"Resource-saving technologies in railway transport\". - Tashkent: TashIIT, 2012. - S. 48-51. 3. Ablyalimov O.S. Fundamentals of train traction [Text] / O.S. Ablyalimov, D.N. Kurilkin, I.S. Kamalov, O.T. Kasi- mov. Under the general editorship of O.S. Ablyalimov // Textbook for higher educational institutions of railway transport. - Tashkent: \"Complex Print nashriyoti\", 2020. - 662 p. 4. Deev V.V. Traction of trains [Text] / V.V. Deev, G.A. Ilyin, G.S. Afonin // Textbook for universities. - M.: Transport, 1987. - 264 p. 41

№ 9 (102) сентябрь, 2022 г. ECONOMIC INDICATORS OF THE EFFICIENCY OF LOCOMOTIVES UNDER OPERATION CONDITIONS Oleg Ablyalimov Candidate of Technical Sciences, professor, professor of the chair «Loсomotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Otabek Khamidov Doctor of Technical Sciences, Head of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Jasurbek Yakubov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Anna Avdeyeva Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Кhusan Kosimov Senior lecturer of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Utkir Safarov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] ЭКОНОМИЧЕСКИЕ ПОКАЗАТЕЛИ ЭФФЕКТИВНОСТИ ЛОКОМОТИВОВ В УСЛОВИЯХ ЭКСПЛУАТАЦИИ Аблялимов Олег Сергеевич канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент __________________________ Библиографическое описание: ECONOMIC INDICATORS OF THE EFFICIENCY OF LOCOMOTIVES UNDER OPERATION CONDITIONS // Universum: технические науки : электрон. научн. журн. Ablyalimov O.S. [и др.]. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14287

№ 9 (102) сентябрь, 2022 г. Хамидов Отабек Рустамович д-р техн. наук, заведующий кафедрой «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Якубов Жасурбек Камолиддинович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Авдеева Анна Николаевна канд. техн. наук, доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The economic indicators of the transportation work of locomotives in operation are proposed, which can be used to analyze and evaluate the efficiency of locomotives on various sections of railways. АННОТАЦИЯ Предложены экономические показатели перевозочной работы локомотивов в эксплуатации, которые можно использовать для анализа и оценки эффективности локомотивов на различных участках железных дорог. Keywords: economic indicators, cost, indicator, performance, locomotive, transportation work, coefficient. Ключевые слова: экономические показатели, себестоимость, показатель, производительность, локомотив, перевозочная работа, коэффициент. ________________________________________________________________________________________________ Economic indicators in the form of a monetary unit components, there is also a third component of costs as- are generalizing parameters for the analysis and evalua- sociated with the volume of transportation train work tion of the performance of locomotives in the conditions of operational activities of railways. and the costs of technical inspection of cars, as well as Calculations of the cost of conditional t km gross depreciation of ballast, sleepers, protection of the track and structures, and others, which we will designate Эхн. reflect the actual energy consumption and the mechani- cal work performed, which makes it possible to more Thus, the cost per train section will be specifically and purposefully find ways to reduce the cost of rail transportation and increase the efficiency of Эх = Эхк + Эхв + Эхн (1) using locomotives in the process of organizing transpor- tation work. The cash productivity indicator is a crite- In turn, we express all the terms Эx of equality (1) rion for the use of locomotives, the calculations of which as follows are related to the determination of the cost of funds for a trip, or for any period of operation (usually taking into Эхк = lтэк·E + j·Aк + Мав·Ас (2) account annual present costs for calculations). Эхв = aэ·j·gх·t + lh·t (3) The costs of moving a train on the Эх section can be divided into time-dependent (time) Эхв and proportional Эхн = [lns·m + lтк·(P0 + Q)]·S (4) to energy consumption (energy) Эхк. In addition to these 43

№ 9 (102) сентябрь, 2022 г. where lтэк - the cost of energy, including equipment tkm gross, rub./tkm gross; S is the distance traveled by costs, rub./t or rub. / kW-h; j, Мав – expenditure rates for the repair of power units of the locomotive proportional the train, km. to its mechanical work Ak and for the repair of running parts of the rolling stock and the superstructure of the For cases of train movement on the section, when track, proportional to the mechanical work of harmful Vн = Vк = 0, the value Аc of the mechanical work of resistance forces Ac, rub./kgskm; t is the travel (move- harmful resistance forces will be ment) time of the train on the section, h; gх - energy con- sumption for service needs t/h or kW-h/h; ae - Ас = Aк – (Р0 + Q)·Н0 (5) conversion factor of consumed energy into equivalent tangential work; lh = lмн+lмх+lNh+lnн m+lх - the total cost where H0 is the excess of the end station over the initial rate of the cost of a train hour, rub./h; lмн - expenditure station, m. rate for the maintenance of the locomotive, rub./h; lмх - expenditure rate of locomotive crews, rub./brigade-h; lNh From (5) it can be seen that Ac in a particular section - expenditure rate of train crews, rub./brigade-h; lnн - the cost rate for the wagon - axle-hour, rub./car. axles -h; m will differ from Ak by a constant value, therefore, the is the number (number) of axles in the train, axles; lx is the cost of energy consumed per hour for service needs, costs proportional to Ac will be also proportional to Ak. rub./t or rub./kW-h; lns - cost rate for the maintenance of Эхк, Эхв and Эхн values can be calculated using data wagons, rub./car. axles -km; lтк - expenditure rate per 1 about spending rates [3] and experience on the road. For a comprehensive analysis of the use of locomo- tives, one should use the value of the annual reduced na- tional economic costs Эг, the general procedure for determining which is given in [3,4]. The value of Эг can be expressed as follows Эг = (Эх+Эвс +Эсэн)·365·nс+Э1+Э2+Э3+Э4+Э5+Э6+Э7 (6) where Эсв, Эсэн - costs during stops at intermediate sta- The reduced monetary productivity of locomotives when performing a given volume of transportation will tions, proportional to the time of energy consumption for be the period of stops, rub./train section; γп = 0,434∙∑ Aг′′, (conditional tkm gross)/ruble (8) nс - number of trains per day for the considered type Эг+ Эк of work on the direction, trains/day; where ∑A''г is the total amount of mechanical work Э1 - the share of annual deductions for capital costs used to move trains per year, kgcm; for rolling stock with an appropriate payback period, Эк is the annual present share of capital investments in the section (excluding rolling stock) to improve work- rub./year; ing conditions or expand the volume of rail traffic, Э2, Э3 - the share of annual deductions for the reno- rub./year. vation of locomotives and wagons, rub./year; In order to identify the influence of the dependence Э4 - reduced costs associated with the cost of cargo of the components on the conditions of the transporta- tion operation of locomotives, calculations were carried on wheels, the speed of its delivery and the standard pay- out on the computer using a special program, in which the amount of annual costs for the movement of trains back period of rubles / year; on the section was also determined according to the for- Э5 - expenses associated with the accumulation of mula cars at the train formation station, rub./year; Эхг = 365·nc·Эх, rub./year (9) Э6 - expenses associated with the reserve mileage of In table. 2.1 [1] shows the distribution of compo- locomotives in the direction under consideration, nents for some sections of the Central Asian (now Uzbek and Turkmen) railways. rub./year; Э7 - costs associated with the maintenance of the According to the data analysis of the specified table. 2.1 it can be seen that the costs of moving trains are: for station economy, taken proportional to the number of loaded trains 73 - 77 percent, and for empty trains they are reduced to 60 percent, for passenger trains this share cars at the station, rub./year. is 74 - 75 percent. The necessary recommendations on the terms listed Thus, the main part of the given annual national eco- nomic transportation costs are the costs of moving above are given in [3,4]. trains, and therefore, the study of factors affecting these The value of Эг can also be represented by the fol- costs is especially important. Note that the value of Эгx changes with changes in operating conditions approxi- lowing sum mately in the same proportions as the value of Эг. Эг = Эгк + Эгв + Эгн (7) Having the values of mechanical work, the forces acting on the train and the value of the corresponding where Эгк·365·ns·Эхк - part of the annual reduced na- tional - economic costs proportional to energy consump- tion and mechanical work, rub. / year; Эгв = (Эхв + Эв + Ээн)·365·nc + Э1 + Э2 + Э3 + Э4 - part of the annual reduced national and economic costs proportional to the time spent by the train on the section and the turnover of the locomotive, rubles / year; Эгн = 365·ns·Эхн+Э5+Э6+Э7 – part independent of energy consumption and time, rub./year. 44

№ 9 (102) сентябрь, 2022 г. costs that are associated with the process of transporta- εп = 103 , kop / (10 conventional tkm net) (11) tion work of locomotives, it is possible to determine the indicators of the use of locomotives. Such indicators are ������п∙������ performance indicators of locomotives (������х′′, ������х′′, ������х and γп) [2] and economic efficiency indicators of locomo- Instead of these expressions, you can also use εх = tives' transportation operation, which characterize the results of locomotives' work in fulfilling a given cargo 103∙Эх and εх = 103∙(Эг+Эк), where αn is the conversion flow. 0,434∙������к∙������ 2,3∙Г∙������∙������н With a known ratio of the net weight Qн of the cargo to the gross weight Q of the train, that is ������ = ������н. It is factor for operating tkm net in conditional [5] ton-kilo- ������ meters. The indicators εх and εп will reflect the influence of proposed to evaluate the efficiency of locomotives trans- portation work on the basis of running efficiency indica- all factors of the operating tors εх of locomotives transportation work, taking into account the costs of moving the train on the site, as well conditions on the sections, which will make it pos- as indicators of the reduced efficiency εп, taking into ac- count the annual reduced national economic costs, that sible to obtain comparable data on the efficiency of the is: use of locomotives for any cases. εх = 103, kop / (10 conventional tkm net) (10) Thus, the considered (proposed) economic indica- ������х∙������ tors of the efficiency of locomotives transportation work together with power and energy indicators [2,6] are rec- ommended for practical use in the locomotive economy of railways, since they are the most complete criteria for assessing the perfection of the use of diesel and electric traction locomotives in operation in the implementation of rail transportation of goods and passengers. Reference: 1. Ablyalimov O.S. Optimization of transportation work of locomotives: questions of theory, methods, calculations, results [Text] / Monograph. - \"Complex Print nashriyoti\", 2020. - 488 p. 2. Ablyalimov O.S. Indicators of the efficiency of the use of locomotives in operating conditions [Text] / O.S. Ablyal- imov // Universum: technical sciences: electron. scientific magazine 2020. No. 9 (78). pp. 91-94. DOI: 10.32743/UniTech.2020.78.9-1. 3. Lugovoi P.A. Technical and economic calculations for the reconstruction of railways [Text] / P.A. Lugovoi, L.G. Tsypin // Scientific and practical edition. – M.: Transzheldorizdat, 1963. – 250 p. 4. Tikhonov K.K. Technical and economic calculations in the operation of railways [Text] / K.K. Tikhonov // Mono- graph. – M.: Izd-vo MPS, 1962. – 252 p. 5. Tolkachev A.V. Indicators of comparative performance of locomotives [Text] / A.V. Tolkachev // Tr. TashIIT, vol. 14 / Tashkent in-t. eng. railway transport. - Tashkent, 1960. - S. 63 - 71. 6. Tolkachev A.V. Relative indicators of the use of locomotives [Text] / A.V. Tolkachev // VNIIZhT Bulletin / All- Union Scientific Research. in-t. railway transport. - M .: Transzheldorizdat, 1963, No. 3. - S. 73 - 79. 45

№ 9 (102) сентябрь, 2022 г. FINITE ELEMENT ANALYSIS OF TRACK STRUCTURE Nodirbek Kodirov Doctoral student, Tashkent State Transport University, Republic of Uzbekistan, Tashkent Е-mail: [email protected] Ozoda Mirzahidova Assistant, Tashkent State Transport University, Republic of Uzbekistan, Tashkent E-mail: [email protected] КОНЕЧНО-ЭЛЕМЕНТНЫЙ АНАЛИЗ ТРЕЙКОВОЙ СТРУКТУРЫ Кодиров Нодирбек Бахтиер угли докторант, Ташкентский государственный транспортный университет Республика Узбекистан, г. Ташкент Мирзахидова Озода Мирабдуллаевна ассистент, Ташкентский государственный транспортный университет Республика Узбекистан, г. Ташкент АННОТАЦИЯ Целью данной работы было изучение моделирования компонентов железнодорожного пути на основе трех- мерных методов конечных элементов. Учитывая сложность, была создана модель. Выводы о методе и результа- тах представлены ниже. Предложения для будущих исследований также были представлены. ABSTRACT The purpose of this thesis was to study the modelling of railway track components based on three dimensional finite element methods. Considering the complexity, model was created. Conclusions about the method and results are presented below. Suggestions for future study also have been proposed. Ключевые слова: ABAQUS,модель; напряжения, Фон Мизеса. Keywords: ABAQUS, model; stress, Von Mises. ________________________________________________________________________________________________ The purpose of the modeling is to study the static Von Mises stress distribution and dynamic properties of the railway track under the The fig.1 below shows stress components at integra- load. Several simulation calculations were conducted tion points, Stress Mises. The von Mises stress is often through commercial software ABAQUS/CAE to inves- used in determining whether an isotropic and ductile tigate the behaviors. The results from the finite element metal will yield when subjected to a complex loading modeling in ABAQUS are presented in the below[1]. condition. By using software ABAQUS, it is easy to identify the value of von Mises stresses at the necessary For studying purposes and analyzing, was chosen points and at each increment. the point between two sleepers which coincides with in- crement number 17 and at the time t=0.658s. __________________________ Библиографическое описание: Kodirov N., Mirzahidova O.. FINITE ELEMENT ANALYSIS OF TRACK STRUC- TURE // Universum: технические науки : электрон. научн. журн. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14253

№ 9 (102) сентябрь, 2022 г. Figure 1. Von Mises stress distribution Figure 2. Von Mises stress distribution (without wheel) Graph 1. Max and min Von Mises stress for increment number 17 at the t=0,658s Calculations show that the max Von Mises stress for σ=4.40E+03 N/cm2. However, the node N483 gains the the increment number 17 is coinciding for node N483 max stress value at the time t=0.7585s and equals to and the min Von Mises stress for the increment number σ=22.9E+03 N/cm2[2]. 17 is node N492. By the graph it possible to observe the In the below figure is shown location of nodes with changing of Von Mises stress distribution. Stresses max and min stresses. equal to σ=21.3E+03 N/cm2 for node N483 N/cm2 and 47

№ 9 (102) сентябрь, 2022 г. Figure 3. Location of nodes with max and min Von Mises stresses Maximum principal stress distribution signed positive or negative according to the dominant Von Mises is a theoretical measure of stress used to Principal stress), whilst Principal stress is a more \"real\" estimate yield failure criteria in ductile materials and is and directly measurable stress[3]. also popular in fatigue strength calculations (where it is Figure 4. Maximum principal stress distribution 48

№ 9 (102) сентябрь, 2022 г. Graph 2. Max and min Von Mises stress for increment number 17 at the t=0,658s The values of the principle stress: for node N483 Conclusion σ=21.27E+03 N/cm2 and for node N1537 σ=- During process were analyzed Von Mises stress, 0.175E+03 N/cm2. Maximum principal stress, Spatial displacement at nodes of rail and sleepers, contact forces between wheel Comparing the stress values of Von Mises and max- and rail surfaces, contact normal forces and reaction forces arising at sleepers. imal principal at the nodes N483, we can find that the values are different. References: 1. Finite element analysis of railway track under vehicle dynamic impact and longitudinal loads. Zijian Zhang. 2. Кахаров З.В. ЖЕЛЕЗНОДОРОЖНАЯ КОНСТРУКЦИЯ ДЛЯ ВЫСОКОСКОРОСТНЫХ ДОРОГ //Главный редактор: Ахметов Сайранбек Махсутович, д-р техн. наук; Заместитель главного редактора: Ахмеднабиев Расул Магомедович, канд. техн. наук; Члены редакционной коллегии. – 2022. – С. 43. 3. Мирзахидова О.М. ПЕРСПЕКТИВЫ СТРОИТЕЛЬСТВА ЖЕЛЕЗНЫХ ДОРОГ В УЗБЕКИСТАНЕ // Акаде- мические исследования в области образовательных наук. – 2021. – Т. 2. – №. 2. – С. 1134-1138. 49

№ 9 (102) сентябрь, 2022 г. THE INFLUENCE OF FREIGHT TRAIN DELAYS ON THE SPEED OF TRAINS AT RAILWAY STATIONS Sardor Abdukodirov Assistant, Tashkent state transport university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Dilmurod Butunov PhD, docent Tashkent state transport university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Muslima Ahmedova Senior teacher, Tashkent state transport university, Republic of Uzbekistan, Tashkent E-mail: [email protected] ВЛИЯНИЕ ПРИЧИН ЗАДЕРЖКИ ГРУЗОВЫХ ПОЕЗДОВ НА СКОРОСТЬ ДВИЖЕНИЯ ПОЕЗДОВ НА ЖЕЛЕЗНОДОРОЖНЫХ УЧАСТКАХ Абдукодиров Сардор Аскар угли ассистент, Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Бутунов Дилмурод Баходирович PhD доц., Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Аҳмедова Муслима Джалоловна ст. преподаватель, Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The level of railway indicators performance reflects the technology implementation degree of the transportation pro- cess and the operational work quality, the performance of train schedule indicators, the rolling stock efficiency and the capacity of railways. The time spent by trains on the section has a significant impact on the speed value– one of the most important quality indicators of railways. The article analyzes the delay causes in freight trains, which affect the speed of freight trains. АННОТАЦИЯ Уровень выполнения показателей железных дорог отражает степень реализации технологии перевозочного процесса и качество эксплуатационной работы, выполнения показатели графика движения поездов, эффектив- ность использования подвижного состава и пропускной способности железных дорог. Время нахождения поездов на участке оказывает существенное влияние на значение скорости – одного из важнейших качественных показа- телей железних дорог. В статье анализируются причины задержек грузовых поездов, которые влияют скорости движения грузовых поездов. Keyword: railway section, section speed, technical speed, traffic schedule, delays, losses. Ключевые слова: железнодорожный участок, участковая скорость, техническая скорость, график движения, задержки, потерь. ________________________________________________________________________________________________ Introduction __________________________ Библиографическое описание: Abdukodirov S., Butunov D., Ahmedova M. THE INFLUENCE OF THE CAUSES OF FREIGHT TRAIN DELAYS ON THE SPEEDS OF TRAINS AT RAILWAY STATIONS // Universum: техни- ческие науки : электрон. научн. журн. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14222

№ 9 (102) сентябрь, 2022 г. The main purpose of railway transport is to deliver Primary accounting for the implementation of the cargo and passengers to their destination safely and on SCMFT is maintained by the DSC for the departure of time [1-3]. An important role is played by the proper trains from the stations of their formation, for the pas- construction of the standard train movement schedule sage of transit trains through technical stations and for and the appropriate management of the daily schedule the passage of trains through dispatching sections. Each based on the standard schedule requirements. train delay must be reflected in the SCMFT with specific reasons for each service that caused it. DSC is responsi- Timely determination and elimination of the tech- ble for the accuracy of this information. nical and technological condition of railway sections and the factors that have a negative effect on the speed The daily analysis of the SCMFT compiled by the of movement is important in ensuring the movement of DSC is carried out by the analysis engineers of the sta- trains at the specified speeds [2-4]. In particular, it is ur- tistics service (“NC”) of the railway. Primary account- gent to develop measures to eliminate the causes of ing data are reflected in the SCMFT analysis books form cargo train delays. DU-26. The total running time of freight trains on railway The investigation of the train delay causes is carried sections depends on the length of locomotives move- out by analyzer engineers of the ”NC” service together ment, the operation duration of locomotive crews, the with subdivisions of the railway department (locomotive railway tracks condition of, the stations working tech- and car depots, power supply and contact network dis- nology, the types of trains (passenger, thermal, recovery, tances, tracks, signaling and communications, stations, fire-fighting, etc.), the type of train (electric locomotive etc.). or electric locomotive), graphic type, etc. and ineffective time losses caused by random factors along the way The results of the analysis are reviewed daily by the have a significant impact [1, 4-7]. This, in turn, has a management of the services to which the train delays negative impact on the “Speed of Trains”, one of the were attributed in order to take prompt measures to pre- most important indicators that determine the level of ef- vent the identified violations in the future. fective implementation of the railway transport work and the schedule of trains. Engineers-analyzers of the “NC” service, based on the departure data, passage and arrival of trains, as well Adecrease in the “Speed of movement of trains” as the time of train delays during the passage, indicating from the specified norm will cause delays in the arrival the guilty railway services, generate daily and monthly of goods and passengers to their destinations and will reports. In general, for the month, the statistics service cause a decrease in the share of railway transport in the compiles DO-12 (report on the implementation of the transport market. Therefore, improving accounting SCMFT form) [8]. For freight trains, the DO-12 form is methods and analysis of inefficient time losses in rail- compiled by summing up the data on dispatching sec- way sections is one of the urgent issues. tions. Reference analysis and methodology The transportation service “D” of the railway uses The process of train movement along the section is the data of the form DO-2 to record and analyze the in- affected by a large number of negative factors that cause dicators of its work. Engineers of service “D” can spec- train delays on the hauls and associated unproductive ify them according to the SCMFT. The tables for time losses and, consequently, a decrease in the speed of calculating indicators are compiled by each engineer in- movement [4-6]. To identify shortcomings caused by dependently. organizational reasons, deviations from the standards of technological processes, failures of technical means and The service speed analysis engineer “D” compiles a commercial marriages on the roads, the schedule daily table of economic losses from train-hours of train analysis of the completed movement of freight trains downtime for each section and the road as a whole (SCMFT) is carried out. (table 1) [8]. Table 1. Freight trains delays certificate Arrival, departure of the formed train Surrender, arrival in disbandment Train № Train index Departure station Date, time Late Pub. service Arrival stations Date, time Late Delay Reason for being late Public service 1 2 3 45 6 7 8 9 10 11 12 Based on the results of a decade or a month, sum- According to [1-6, 9], traffic service includes delays mary tables of economic losses of train-hours of train due to: downtime are compiled for services, directions, dispatch circles and the road as a whole. 51

№ 9 (102) сентябрь, 2022 г. • untimely formation of trains and preparation of As a result of the pivot table analysis, a series of data transportation documents by employees of railway sta- on the daily distribution of the number of delays and the tions; time of train delays by month and the reasons for delays can be obtained in accordance with the notes on the traf- • collision of trains with foreign objects and mate- fic schedules for the department. rials not related to the economic activity of railways within the stations; Results and discussion For a detailed study of reasons for the delays of • train delays due to non-acceptance by railway freight trains, the railway sections of JSC “Uzbekistan stations; temir yullari” “Uzbekistan-Khavast” were used to rec- ord the implementation and analysis of the SCMFT, op- • erroneous trains movement regulation by the dis- erating in different periods, as well as materials on the patcher; analysis of the reasons for non-fulfillment of the SCMFT. • failure to ensure the sending of locomotives and First of all, the number of trains on this section and crews under the formed train sets if they are available in technical and section speeds were analyzed (Fig. 1). accordance with the shift work plan; • improper use of technical means of transporta- tion management, etc. Figure 1. The dynamics of changes in the speed and number of freight trains on the “Uzbekistan-Khovost” section in December 2021 According to the analysis results (Fig. 1), all delays • reduction in the travel time of freight trains due of freight trains can be divided into two groups, they are to the failure of the driving time for the driver, repair and as follows: track work, non-scheduled warnings about speed limits, and others. 1. delays that occur on the section; 2. delays that occur when departing from technical Obviously, the delays that occur on the section stations. cause an increase in the time spent by trains on the sec- I group: tion and thereby lead to a decrease in the average speed. • additional forced stops of trains on sections due to malfunction of the locomotive or wagons, operation II group: of automatic control of the rolling stock technical con- • delays that occur when departing from technical dition, blockage of crossings and track sections, disrup- stations, i.е. untimely departure of trains, it would seem, tion of track circuits, signaling devices, floor safety does not affect the value of speed, because do not di- devices, non-reception by stations or neighboring roads, rectly affect the time spent by trains on the section. self-uncoupling or breakage of the automatic coupler, Thus, the analysis of train delays influence on the collapse of cargo along the route, overexposure of change in average speed (Fig. 2) showed that its value is “okno” for infrastructure repairs, untimely cleaning of influenced by both delays that occur on the section and tracks and arrows from snow and pollution, etc .; delays that occur when departing from technical sta- • increase in the duration of scheduled stops at in- tions. termediate stations due to the passage of late trains; 52

№ 9 (102) сентябрь, 2022 г. Ошибка! Объект не может быть создан из кодов полей редактирования. Figure 2. Analysis of freight train delays influence of on the change in the average technical and sectional speed Conclusion Khavast”, the unsatisfactory maintenance of the fleet of During the study, it was found that the main reasons train locomotives is the cause of 30-40% of speed loss for the decrease in the value of the average speed relative of freight trains in the sections; to the planned one are: 1) non-reception of trains by stations and neighbor- 3) damage, malfunctioning of devices and infra- ing roads; structure facilities. This entails train delays and the in- 2) malfunctions of the rolling stock along the route troduction of non-scheduled (not scheduled) warnings and at the formation stations due to the unsatisfactory about lower train speeds. maintenance of the fleet of locomotives and wagons. In addition, according to the reporting materials on the per- The above reasons also do not allow to maintain the formance of the speed on the section “Uzbekistan- scheduled haul times and speeds of freight trains. References: 1. Abdukodirov Sardor, Dilmurod Butunov, Mafratkhon Tukhakhodjaeva, Shukhrat Buriev, Utkir Khusenov. (2021). Administration of Technological Procedures at Intermediate Stations. Design Engineering, 14531-14540. Retrieved from. 2. F.I. Khusainov, Speed indicators as analytical tools for evaluating the work of railways // Economics and Manage- ment: 2017. No. 4 (71). PP. 19-22. 3. S.A. Bessonenko, E.V. Klimov. Influence of train speeds on the performance of the railway // Railway transport: 2017. No. 3. PP. 54-57. 4. Abdukodirov, S.A., & Butunov, D.B. Temir йўл участкаларида поездлар ҳаракат тезлигига таъсир кўрсатувчи омиллар. ACADEMIC RESEARCH IN EDUCATIONAL SCIENCES, (2021). №2(9), 467-473. 5. Butunov D.B. Evaluation of unproductive losses in the work of a sorting station / D.B. Butunov, A.G. Kotenko // Proceedings of PGUPS. - 2018. - No. 4. - PP. 498-512. 6. Butunov D.B. Monitoring of temporary and quantitative characteristics of losses in the operation of a sorting station / D.B. Butunov // XVI International Scientific and Practical Conference: ‘Innovative Development of Modern Science’. Russia, Anapa, October 10, 2019. PP. 28 - 31. 7. Sardor Askar ўғgli Abdukodirov, Dilmurod Bakhodirovich Butunov, & Musaev Mukhamedzhan Yusupovich. (2022). ЮК ПОЕЗДЛАРИ ҲАРАКАТ ТЕЗЛИКЛАРИНИНГ ЎРНАТИЛГАН ТЕХНИК МЕЪЁРЛАРИ БАЖА- РИЛИШИ ТАҲЛИЛИ. https://doi.org/10.5281/zenodo.6584509 8. Instructions for accounting for the implementation of the schedule of movement of passenger, suburban and freight trains. Directions of the Ministry of Railways of Russia dated 14.02.1997 N А-176у. 9. Butunov, Dilmurod Baхodirovich; Aripov, Nodir Kodirovich; and Bashirova, Alfiya Mirkhatimovna (2020) “Sys- tematization of factors influencing during processing of wagons at the sorting station” Journal of Tashkent Institute of Railway Engineers: Vol. 16: Iss. 2, Article 10. (https://uzjournals.edu.uz/tashiit/vol16/iss2/10/) 53

№ 9 (102) сентябрь, 2022 г. TO THE SUBSTANTIATION OF THE OPTIMAL TIME OF THE TRAVEL AND TRAIN CONTROL MODE ON THE RAILWAY SECTION Oleg Ablyalimov Candidate of Technical Sciences, professor, professor of the chair «Loсomotives and locomotive economy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Otabek Khamidov Doctor of Technical Sciences, Head of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Jasurbek Yakubov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Anna Avdeyeva Candidate of Technical Sciences, аssistant professor of the chair «Materials science and mechanical engineering» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Кhusan Kosimov of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] Utkir Safarov Master, аssistant of the chair«Loсomotives and locomotive еconomy» Tashkent state transpоrt university, Republic of Uzbekistan, Tashkent E-mail: [email protected] К ОБОСНОВАНИЮ ОПТИМАЛЬНОГО ВРЕМЕНИ ХОДА И РЕЖИМА ВЕДЕНИЯ ПОЕЗДА ПО УЧАСТКУ ЖЕЛЕЗНОЙ ДОРОГИ Аблялимов Олег Сергеевич канд. техн. наук, проф., проф. кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент __________________________ Библиографическое описание: TO THE SUBSTANTIATION OF THE OPTIMAL TIME OF THE TRAVEL AND TRAIN CONTROL MODE ON THE RAILWAY SECTION // Universum: технические науки : электрон. научн. журн. Ablyalimov O.S. [и др.]. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14282

№ 9 (102) сентябрь, 2022 г. Хамидов Отабек Рустамович д-р техн. наук, заведующий кафедрой «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Якубов Жасурбек Камолиддинович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Авдеева Анна Николаевна канд. техн. наук, доцент кафедры «Материаловедение и машиностроение» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Косимов Хусан Рахматуллаевич ст. преподаватель кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент Сафаров Уткир Истамович магистр, ассистент кафедры «Локомотивы и локомотивное хозяйство» Ташкентский государственный транспортный университет, Республика Узбекистан, г. Ташкент ABSTRACT The order is indicated for calculating the travel time of a train along a track and an example of calculating the optimal travel time of a train on separate hauls of a section of a railway is given. АННОТАЦИЯ Обозначен порядок расчёта времени хода поезда по перегону и приведён пример расчёта оптимального вре- мени хода поезда на отдельных перегонах участка железной дороги. Keywords: optimization, analysis, driving mode, diesel locomotive, running time, selection, haul, section, composi- tion, train. Ключевые слова: оптимизация, анализ, режим вождения, тепловоз, время хода, выбор, перегон, участок, состав, поезд. _______________________________________________________________________________________________ The present research is a continuation of the work of introducing into practice the operation of railways of [1] and is devoted to substantiating the efficiency of the transportation work of locomotives by optimizing the optimal travel times for hauls. To substantiate what was running time and mode of driving a train in the real con- ditions of the organization of railway transportation. said by the authors, the following initial data were taken: Diesel locomotive 2TE10M. Odd direction: Г = 13.6 Optimization calculations for a section (direction) include optimizing travel times for all hauls, taking into million net tons/year Qр = 2300 t, mр = 192 axles; direc- account the required throughput and choosing the final tion is even: Г = 19 million net tons/year, Qр = 2800 t, version of the optimal travel time and train driving mode mр = 192 axles. at the minimum of annual reduced national economic costs. The results of the calculations and the above recom- In table 1 and in fig. 1 shows the calculation results mendations to some extent contradict the well-known for sections U - Ch and U - X, indicating the expediency direction in the work of railway transport - the speedy delivery of goods. But this will be the case if we proceed from the payoff parameter B - delivery time. 55

№ 9 (102) сентябрь, 2022 г. Table 1. The results of optimizing the transportation work of locomotives with the choice of the optimal travel time for hauls in the sections U - Ch and U – X Plots Direction Schedule option The best option Savings ∆Эг U - Ch ������х, min Эг, rub/year ������х, min Эг, rub/year U-Х odd rub/year % couple 109 2195560 119 2183750 in both directions 103 2050850 118 1820608 -- 212 4246410 237 4004358 odd 117 2515777 141 2314382 -- couple 115 2617225 136 2476026 in both directions 232 5133002 277 4790408 242052 5,7 -- -- 342594 6,7 Figure 1. Changing the values of Eg, Egn and Ex depending on the mode of movement and the time of movement of the train on sections U - Ch and U – X If, however, we take for the gain parameter B - a The calculations carried out with the choice of the optimal travel time and train driving mode made it pos- generalizing indicator - the annual reduced national eco- sible to obtain the total travel time of the train tх = 198 nomic costs Эг, then it will be appropriate to introduce min., the consumption of full-scale diesel fuel by the diesel locomotive E = 598 kg and, accordingly, the value optimal train travel times. Of course, the use of optimal of Э*г = 1084400 rubles per year, that is, less by 3.8 per- cent. train driving modes is very important in this case. In sections where there are sections that are difficult An example can be given - for passenger trains of in terms of the track profile, taken according to the schedule of an excessively long travel time, it leads to a the direction T - A with a diesel locomotive TE3, one shift in the values of Эг on these sections \"to the right\" (see Fig. 1) from the optimal train travel time t*п, which section, for Q = 1000t and 10 pairs per day, according to confirms the need to identify optimal travel time by cal- the schedule standards, tг = 194 min., Fuel consumption culations with optimization. at the same time Ег = 630 kg. The calculation of the value of the annual reduced national economic costs Эг for scheduling working conditions gave the value Эгг = 1126700 rubles in year. 56

№ 9 (102) сентябрь, 2022 г. These practices, as well as the examples given, For example, let the estimated travel time of the show that, as a rule, the driving time of the course is train along the haul in an even direction is tпmin=12 min, taken for the traffic schedule somewhat longer than the and the optimal train travel time is t*п=16 min. When time obtained by traction calculations according to the drawing up a timetable, an arriving train has a stop and recommendations [2,3], which is associated with the de- must stand for 8 minutes waiting for an oncoming, odd sire to obtain a lower cost of transportation and ensure a train. In this case, it is advisable to take the travel time certain reliability of performance. train schedule. of an even train not as calculated, but as optimal, and significant money savings will be obtained without any However, these changes in train times are made damage to the quality of the train schedule. The parking mainly on the basis of experience without appropriate time should already take not 8 minutes, but only 4 feasibility studies. minutes, which will not cause difficulties in work. The presence of a possible fluctuation of the driving time The above methodology allows us to present eco- ranging from the minimum tminр to the optimal t*р facil- nomically feasible limits for changing the running times itates the construction of a traffic schedule and increases of a train for specific conditions that ensure the lowest the efficiency of transportation work. It is desirable to transportation costs. It is possible to perform traction carry out appropriate experimental calculations and calculations in the Railway Administration using the practical verification of these proposals. most probable determining position nск_ for each stage with an average train weight Qp and an average number The traction calculations currently being carried out of axles mp in the train, which will bring their results by the road authorities provide for the identification of closer to real conditions and optimal solutions. the maximum carrying capacity of the sections, without reflecting the actual average conditions for the fulfill- Identification of the determining position of the ment of a given freight traffic. The actual organization driver's controller is carried out according to work expe- of the transportation work of locomotives can be re- rience and according to the data of traction and eco- flected in traction calculations, provided that they are nomic calculations carried out on a computer. With carried out according to the average actual prevailing Q≠Qр, it will be possible to complete the given time by conditions for the transportation work of locomotives in changing the positions of the locomotive driver's con- the sections and taking into account the prospects for troller accordingly. their improvement. When developing a train schedule, it is possible to Carrying out calculations for Qp, mp, zp and ncк will set not a rigidly fixed time for the train to run along the allow taking into account specific opportunities for im- hauls, but the limits of its change from the smallest value proving them due to the organization and technology of tпmin, obtained at the calculated position of the driver's the transportation work of locomotives. It is necessary controller, to the optimal train travel time t*п. Then the to separate the calculations related to the carrying capac- quality of the train schedule will not deteriorate and ity on the sections from the calculations related to the there will be no difficulties in laying train lines or reduc- identification of the most profitable organization of the ing capacity, that is, the optimal or close to it train time transportation work of locomotives, which will signifi- should be used. cantly increase its efficiency. This will make it possible to obtain the greatest eco- To illustrate the above, traction and energy calcula- nomic effect by providing a given volume of transporta- tions were carried out on one of the sections U-X of the tion with the work of locomotives. When scheduling Uzbek railway, the results of which are presented in ta- trains, all possibilities should be used to bring the ac- ble 2. cepted traffic modes closer to their optimal values. Table 2. Indicators of the transportation work of diesel locomotives 2TE10M with different organization and technology of its implementation. L=127.1 km, Г=19 million net tons per year Options Qr and Tr ������ , Е, кg ������с Эх, Эг, ������ , ������������������������������ ������х, min ������������������������������������/������������������ rub/train rub/year 1. Calculated according to ПTР [1] (������к������, participation ������0 = 17t/axles, ������ = 0,675) Not real 3400 112 940 22,8 187,5 200050 options 2. Accepted for chart 200 ������0 = 16,7, 3200 115 910 24,3 186,0 2180225 192 ������ = 0,67 Real options 3. Average actual conditions 2800 192 ������0 = 14,55, 115 870 30,1 177,5 2617225 ������ = 0,62 2800 136 770 30,1 155,0 2476026 4. Optimal for medium conditions: ������т∗, 192 ������п∗,������0 = 14,55, ������ = 0,62 57

№ 9 (102) сентябрь, 2022 г. As can be seen from these data, the first two work All of the above confirms the need for calculations options are the most profitable, but at the same time they with the optimization of the process of transportation are practically impracticable. Run all the given freight work of locomotives and in this regard, studies to study traffic by trains weighing 3400 tons and 3200 tons is al- the possibilities of reducing the consumption of fuel and most impossible. energy resources for train traction through the use of op- timal modes of driving a train on sections of railways, In practice, this given cargo flow will be carried out including Uzbek ones, are timely and relevant. by trains with an average weight of 2800 tons, which significantly reduces the efficiency of the transportation These studies should be continued, taking into ac- work of locomotives (option 3). But this practically pos- count the subsequent implementation of their results into sible variant of work can also be optimized by choosing the practice of the enterprises of the locomotive complex the optimal Р*т and t*п and reduce the cost of funds to of railway transport, based on existing and newly devel- fulfill a given cargo flow by almost 6-7 percent. oped mathematical methods of optimal control theory. Reference: 1. Ablyalimov O.S. To the calculation of the travel time of the train along the hauls of the railway section [Text] // Universum: technical sciences: electron. scientific magazine 2020. No. 10(79). - S. 88-90. DOI: 10.32743/UniTech.2020.79.10-1. 2. Ablyalimov O.S. Optimization of transportation work of locomotives: questions of theory, methods, calculations, results [Text] / Monograph. - \"Complex Print nashriyoti\", 2020. - 488 p. 3. Rules for traction calculations for train work [Text] / All-Union Scientific Research Institute of Railway Transport. - M.: Transport, 1985. - 287 p. 58

№ 9 (102) сентябрь, 2022 г. TRANSPORT, MINING AND CONSTRUCTION ENGINEERING DOI: 10.32743/UniTech.2022.102.9.14214 STUDY OF INDICATORS TO QUANTIFY THE RELIABILITY OF MINING EQUIPMENT COMPONENTS Sherzod Makhmudov Candidate of Technical Sciences, Associate Professor of Department “Mining electromechanics” Navoi State Mining and Technological University, Republic of Uzbekistan, Navoi E-mail: [email protected] Behruz Rashidov Undergraduate at Navoi State University of Mining and Technology, Republic of Uzbekistan, Navoi E-mail: [email protected] ИССЛЕДОВАНИЕ ПОКАЗАТЕЛЕЙ ДЛЯ КОЛИЧЕСТВЕННОЙ ОЦЕНКИ НАДЕЖНОСТИ РАБОТЫ КОМПОНЕНТОВ ГОРНОГО ОБОРУДОВАНИЯ Махмудов Шерзод Азаматович канд. техн. наук, доц. кафедры «Горная электромеханика» Навоийского государственного горно-технологического университета, Республика Узбекистан, г. Навои Рашидов Бехруз Валижон угли магистрант Навоийского государственного горно-технологического университета, Республика Узбекистан, г. Навои ABSTRACT The paper outlines reliability indicators of mining equipment such as \"MTBF\" (mean time between failures) and \"MTTR\" (mean time to repair). Formulas for determination of probability, mean time between failures, availability factor of mining equipment, parameters of flow of failures which influence indicators for quantitative estimation of reliability of operation of components of mining equipment are given. АННОТАЦИЯ В работе изложены показатели надежности горного оборудования такие как, “MTBF” (среднее время между отказами) и “MTTR” (среднее время ремонта). Приведены формулы для определения вероятности, средней нара- ботки на отказ, коэффициента готовности горного оборудования, параметры потока отказов, которые влияют на показатели для количественной оценки надежности работы компонентов горного оборудования. Keywords: indicator, reliability, failure, operating time, system. Ключевые слова: показатель, надежность, отказ, наработка, система. ________________________________________________________________________________________________ Mining equipment at mining enterprises is operated It is known that the initial reliability of a product is in conditions determined by non-stationary modes of its formed at the stage of its design, is ensured by the level loading, gas contamination and sometimes high air hu- of production and installation technology, and is real- midity, sharp temperature fluctuations, atmospheric pre- ized in the process of operation. The reliability of the cipitation, instability of physical and mechanical product is constantly decreasing in the process of oper- properties of rocks, etc. ation, but can be restored after repair operations. __________________________ Библиографическое описание: S. Makhmudov, B. Rashidov. STUDY OF INDICATORS TO QUANTIFY THE RE- LIABILITY OF MINING EQUIPMENT COMPONENTS // Universum: технические науки : электрон. научн. журн. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14214

№ 9 (102) сентябрь, 2022 г. In order to ensure that mining equipment operates In order for Equations 1 and 2 to be applicable, a reliably and perform its intended function, all compo- precise definition of failure and stipulation of assump- nents must work reliably, and the greatest attention must tions must be made when analysing the MTBF value of be paid to the power equipment. The power equipment the system. In our case, failure is the inability of the ex- used in mining machines differs in purpose, operating cavator as a whole to perform the required functions, and principle, power, operating mode and other parameters. the assumptions are a group of conventions that limit the range of failures that, for one reason or another, should The efficiency of equipment operation largely de- not be considered when assessing the MTBF of a partic- pends on its reliability and, therefore, it makes sense to ular system and machine. For example, failure resulting refer to canonical definitions of its essence and termi- from lack of power or transport, consumables, improper nology accepted in the world practice of machine and use of equipment, damage to the machine by external equipment engineering [1,2,3], which we applied in our influences, failure of the diesel, etc. may not be taken research. into account. All these conditions are usually stipulated in the equipment's operating contract between the man- Reliability is the ability of a system or component ufacturer and the user. For irreplaceable elements and of a system to perform the required functions under cer- systems the main quantitative characteristics are: mean tain circumstances for a given period of time. time between failures (mathematical expectation of time between failures) - T1, intensity of failures - λ(t) and Readiness is the degree to which a system or com- probability of no-failure operation (probability that ponent is available to operate when needed. It can be within a given time t no failure occurs) - P(t). thought of as the probability that a system or component is capable of performing the required functions under If each of the N objects of the same type has failed, specified conditions at a given point in time. Readiness and the time to failure of an object is defined as t1, t2,...tN, is defined by the reliability of the system and the amount then of time it takes to recover in the event of failure. Т1 = ∑������������=1 ������������⁄������ , (3) The MTBF, or mean time between failures, is a basic indicator of system reliability. It is usually ex- Failure rate λ(t) is a conditional density of probabil- pressed in hours. The higher the MTBF value, the higher ity of occurrence of the object failure, determined under the reliability of the product. The MTBF affects both re- the condition that up to the considered moment of time liability and availability. Often more attention is paid to the failure did not occur. To estimate the reliability of availability, because in the event of a failure the most the reconstructed elements and systems we use the mean important parameter is how quickly the system can be time between failures (reconstructed system) - T; the pa- restored to working order [4,5,6]. rameter of the flow of failures - ω(t) and the probability of no-failure operation - P(t). The reliability of equipment, aka the probability of its failure-free operation, is defined as MTBF T is the ratio of the total operating time tsum of the reconstructed object to the mathematical expecta- P(t) = е -t/T, (1) tion of the number of its failures n during the time of this operating time, which is where T - is the MTBF equivalent, h; t - is the number of engine hours worked. Т = tсум /n , (4) MTTR, or the average time to recover from a fail- If N facilities of the same type are observed, operat- ure, which can include the time required to diagnose a ing under the same conditions, it is permissible to com- fault, to call a technician on site, and the time required bine the observations into a single statistical array to physically repair the system. In the event of a failure, the amount of time required to bring equipment and pro- ������ = ∑������������ ������������������������������⁄������������ , (5) duction processes back into operation in order to mini- ������ mize downtime as much as possible becomes the deciding factor. where tsumi and ni are, respectively, the total operating In practice, however, in the \"wear and tear\" operat- time and the corresponding number of failures of the i- ing mode, the MTBF is much shorter than the MTBF. Therefore, there can be no direct correlation between th object (i = 1, 2...N). product lifetime and MTBF (or MTBF). It is quite pos- The failure rate parameter ω(t) as the ratio of the sible to have a product with a high MTBF and yet a short MTBF. MTTR affects availability, but does not affect mathematical expectation of the number of failures of reliability. The higher the MTTR value, the worse the system condition, i.e. the longer it takes for the system the reconstructed object in a sufficiently small operating to recover, the lower the system availability [4,7]. time Δt to the value of this operating time, is determined The availability factor KA is the ratio of the number by the formula of engine hours worked TW to the sum of the number of engine hours worked and the recovery time of the com- ������(������) = lim{������[������(������ + ∆������) − ������(������)]}/∆������, (6) ponent TR ∆������ КA = ТW/(ТW + ТR), (2) where the difference n(t +Δt) - n(t) is the number of fail- ures over the operating time Δt. In practical reliability 60

№ 9 (102) сентябрь, 2022 г. calculations, it is sometimes more convenient to use the Conclusion Thus, the main functional groups of sequentially in- \"probability of failure\" of an object q(t), and since \"no- teracting elements of mining equipment have been iden- tified, which allows to organize the reception of failure\" and object failure are opposite events, statistical data on the reliability of all main systems of machines under specific conditions of their operation, to P(t)+q(t)=1. assess promptly and perform a comparative analysis of the reliability of various components and the readiness For the simplest failure rate, the value of the failure of equipment in general, and to define the nomenclature rate parameter ω(t)=ω=const and is equal to the inverse of indicators for quantitative assessment of various of the average MTBF of the object, i.e. ω =1/T. If the properties of the reliability of mining equipment in ac- object is non-recoverable, the failure rate λ(t)=λ = const cordance with the existing standarts. and λ = t/T1. The failure rates ω and λ are inverse dimen- sionality to the mean time to failure T1 or mean time to failure T. For T1 and T, with the dimensions hours, tons or cubic metres, the dimensions ω and λ are h-1, t-1 or (m3) respectively. References: 1. A.A. Kuleshov, V.P. Dokukin. Reliability of Mining Machines and Equipment // Textbook for Higher Education Institutions. SPb, 2004. 104 с. 2. Doroshev Y.S. Nestrugin S.V. Increase of technological reliability of open-pit excavators: monograph - Vladivostok: Publishing house FESTU, 2009. - 194 с. 3. Article from journals and collections: 4. Andreeva L.I. Methods of estimating the technical condition of mining and transport equipment at mining enterprises. \"Mining machines and automation\" № 10, 2004. p. 35-39. 5. Boules P. On the reliability of powerful hydraulic excavators of Komatsu Mining Germany in extreme operating conditions // Markscheidersky Vestnik, No. 6, 2013, pp. 20-23. 6. Makhmudov Sh.A. Systematization of functional elements of the structure of complex mechanization at careers / Makhmudov Sh.A. // Australian Journal of Science and Technology. - Volume 4; issue 1; March 2020/ - 222-227 p.p. 7. Makhmudov Sh.A., Boynazarov G.G. Analysis and determination of causes of destruction of excavator parts // Sci- ence time Journal. - 2016 - №5 (29) - С. 428 - 433. 8. Poderney R.Y., Boules P. Effectiveness of powerful hydraulic excavators - the result of their reliability improvement // Mining Industry. 2015, № 1. с. 46-51. 61

№ 9 (102) сентябрь, 2022 г. CHEMICAL ENGINEERING ABSORPTION AND ADSORPTION METHODS FOR NATURAL GAS PURIFICATION FROM HYDROGEN SULFIDE AND MERCAPTANS Mukhtor Makhmudov Doctor of Chemical Sciences, Associate Professor, Bukhara Institute of Engineering and Technology, Republic of Uzbekistan, Bukhara E-mail: [email protected] Salohiddin Azimov Integrity engineer-Mechanical of Plant integrity department of \"Uzbekistan GTL\" LLC, Republic of Uzbekistan, Guzor АБСОРБЦИОННЫЕ И АДСОРБЦИОННЫЕ МЕТОДЫ ОЧИСТКИ ПРИРОДНОГО ГАЗА ОТ СЕРОВОДОРОДА И МЕРКАПТАНОВ Махмудов Мухтор Жамолович д-р хим. наук, доц., Бухарский инженерно-технологический институт, Республика Узбекистан, г. Бухара Азимов Салахиддин Турамурадович инженер механик по Отделу обеспечения целостности оборудования ООО \"Uzbekistan GTL”, Республика Узбекистан, г. Гузар ABSTRACT This article presents the results of various proposed new compositions of absorbents in the purification of gases from acidic components. At the same time, the corrosive effect of these absorbents on gas cleaning devices was studied, methods for reducing this corrosive activity were developed and proposed. АННОТАЦИЯ В данной статье представлены результаты различных предлагаемых новых композиций абсорбентов в очистке газов от кислых компонентов. В то же время было изучено коррозионное воздействие этих абсорбентов на устройства газоочистки, разработаны и предложены методы снижения этой коррозионной активности. Keywords: amines, absorbent, carbon dioxide, sulfur, gas purification Ключевые слова: амины, абсорбент, диоксид углерода, сера, очистка газов ________________________________________________________________________________________________ When RSH mercaptans interact with alkalis in the purification. The methods are also inefficient for purifi- cation from thiophene C4H4S and its derivatives [1]. presence of O2 and CO2, which are always, albeit in small quantities, in gases, di- and polysulfide’s are Solutions of mono- and diethanolamine with vari- ous activating additives, such as N-methylpyrrolidone- formed, which are poorly soluble in the absorbent. Car- 2, dipropanolamine, etc., are also widely used to remove bon supplied, organic sulfides RSR' (and a number of acidic sulfurous substances [2]. other compounds) are neutral in nature and dissolve in Adsorption methods have become widely used. They are based on the selective absorption (adsorption) these absorbents, although their sorption capacity is of sulfur compounds by solid sorbents. As a rule, ad- sorption is carried out at a temperature of 20–50 °C and much less than that of RSH. The presence of CO2 in elevated pressure, and regeneration (desorption) of an gases above 0.1–0.3% leads to its preferential dissolu- adsorbent saturated with sulfurous substances is carried tion, significantly reducing the absorption of RSH. In natural gases, the CO2 content is usually above 0.7%, which makes it difficult to use these methods for fine __________________________ Библиографическое описание: Makhmudov M.J., Azimov S.T. ABSORPTION AND ADSORPTION METHODS FOR NATURAL GAS PURIFICATION FROM HYDROGEN SULFIDE AND MERCAPTANS // Universum: технические науки : электрон. научн. журн. 2022. 9(102). URL: https://7universum.com/ru/tech/ar- chive/item/14277

№ 9 (102) сентябрь, 2022 г. out at low pressure and a temperature of 100–350 °C. (adsorption stage), and on others, adsorbents are regen- For regeneration, any of the inert gases, low-sulfur nat- erated. ural or petroleum gas, water vapor, etc. are passed through the adsorbent layer [3]. Chemisorption and catalytic methods The disadvantages inherent in absorption and ad- In a number of cases, catalytic reactions proceed sorption methods force the use of more universal cata- simultaneously with adsorption, as a result of which sul- lytic and chemisorption methods. furous substances are converted into elemental sulfur, They can be divided into the following groups: which is extracted during regeneration and then used. a) catalytic: organosulfur substances undergo hy- drogenolysis to saturated hydrocarbons CnH2n + 2 and As an adsorbent, activated carbon of the AR-3, H2S, destruction (cracking) with the formation of un- SKT-1 and other brands, as well as coal with alkali ad- saturated hydrocarbons CnH2n and H2S, hydrolysis with ditions, is used. At the same time, along with purifica- elimination of H2S and its oxidation to SO2; tion from sulfurous substances, benzene and toluene are b) chemisorption: interaction of sulfurous sub- also extracted from gases, which are then released dur- stances with metals or their oxides occurs with the for- ing regeneration. mation of metal sulfides; c) chemisorption-catalytic: in its first stage, chemi- For the purification of polysulfurous natural and pe- sorption processes occur, in the second, after partial sul- troleum gases, molecular sieves (zeolites) of the CaA fidation of the contact, simultaneously chemisorption and, especially, NaX brands have become widely used and catalytic processes on the formed metal sulfides as as adsorbents. Their adsorption capacity largely depends catalysts, and in the third, after complete sulphurization, on the content of H2O, CO2 and higher hydrocarbons in only catalytic processes. gases, operating conditions and the degree of purifica- Among the catalytic methods, the methods of hy- tion and ranges from 2 to 18% [4]. drogenolysis of organosulfur substances are the most widely used [3]. For this purpose, catalysts based on Ni, The presence of heavy hydrocarbon vapors in the Mo, Co, W, etc. are widely used. At the same time, the gas has a significant effect on the capacity of zeolites for following reactions can occur in the temperature range sulfur compounds. According to the degree of sorption of 300–450 °C: on zeolites, the compounds that are part of natural gas can be arranged in a row: RSH + H2 → RH + H2S, H2O>RSH>H2S>COS>CO2. RSR' + 2H2 → RH + R'H + H2S, The main problem of adsorption purification of gas C4H4S + 4H2 → C4H10 + H2S, on zeolites from hydrogen sulfide in the presence of CO2 is that during the adsorption of CO2 and H2S, carbon sul- COS + H2 → CO + H2S, fide (COS) is formed according to the reaction: COS + 4H2 → CH4 + H2O + H2S, CO2 + H2S → COS + H2O. CS2 + 2H2 → C + 2H2S, Although the equilibrium constant of this reaction is small and amounts to 6.6∙10-6 at 298 K, however, the CS2 + 4H2 → CH4 + 2H2S. almost complete removal of H2O vapors in the frontal layer of the zeolite shifts the equilibrium to the right, and Catalysts based on elements of groups VI and VIII this leads to the formation of significant concentrations are widely used for hydrodesulfurization. Basically, Co of COS. The regeneration of zeolites is carried out with or cheaper Ni (3–5%) and Mo (10–15%) deposited on nitrogen, low-sulfur natural or petroleum gas, and in the active γ-Al2O3 are used. For stable operation of cata- regeneration gases (regenerators) the content of sulfu- lysts, it is necessary that the gas contains at least 5% rous substances increases by 5–10 times compared to the (preferably 9–11%) hydrogen. The presence of CO and initial one. In addition to coals and zeolites, aluminum CO2 in the purified gas in the amount of 1–2% does not oxide, bauxites, aluminosilicates, etc. are also used in affect the purification process. the purification process. The advantage of adsorption methods is the possibility of carrying out the process at A simplified approach to the calculation of the hy- low temperatures, as well as fine purification of gases drogenation stage is as follows [5]. Assuming that: a) the not only from hydrogen sulfide, mercaptans, organic reaction order in terms of organic total sulfur is the first; sulfides, but also from substances that are difficult to re- b) the temperature along the gas is constant; c) ideal dis- move by other means, such as thiophene and its deriva- placement occurs in the catalyst layer, we get tives. V = k/ln(cin/cout), This method also has a number of significant draw- backs. Almost all gases contain a certain amount of H2O, where V is the volumetric velocity of the gas flow; k is CO2 vapors, higher hydrocarbons, which are well ad- the rate constant; cin and cout are the input and output sorbed by coals and zeolites, which reduces the sulfur contents of organic total sulfur, respectively. capacity of adsorbents. The periodic purification process requires the installation of several columns operating in parallel: on some, sulfurous substances are absorbed 63

№ 9 (102) сентябрь, 2022 г. With different input contents c1in and c2in for the cor- ratus), we obtain for the maximum allowable hydro- responding volumetric velocities V1 and V2, at which the values of cout are the same, we have: genation volumetric rate at the actual sulfur content V2 » 3000 h-1. A more active catalyst, with a higher k value, V2 / V1 = ln(c1in /cout)/ ln(c2in /cout). can be loaded even less. With an allowable content of organic sulfur after the In gas and petrochemistry, desulphurization masses hydrogenation stage of 1 mg/m3, nominal value c1in = 80 mg/nm3, actual maximum single content (JSC Metafrax, based on oxides of zinc, copper, chromium are mainly Gubakha, Perm region, see section 3) c2in = 11.1 mg/m3, V1 = 1650 h-1 (nominal load of the hydrogenation appa- used, which have received significant distribution. Chemisorbents can also be used for single-stage purifi- cation, if the source gas contains practically only H2S or organic sulfur substances in an amount of not more than 5–7 mg/m. References: 1. Daneshpayeh M., Khodadadi K., Mostoufi N., Mortazavi Y., Talebizadeh A. Kinetic modeling of oxidative coupling of methane over Mn/Na2WO4/SiO2 catalyst // Fuel Processing Technology. -2019. -V.90. -N.3. -P.403-410. 2. Daneshpayeh M., Khodadadi A., Mostoufi N., Mortazavi Y., Sotudeh-Gharebagh R., Talebizadeh A. Kinetic modeling of oxidative coupling of methane over Mn/Na2WO4/SiO2 catalyst // Fuel Processing Technology. – 2019. V.90(3). -№ 5. – p.400-411. 3. Olah G., Lukas J. Stable Carbonium Ions. LIV. Protonation of and Hydride Ion Abstraction from Cycloalkanes and Polycycloalkanes in Fluorosulfonic Acid-Antimony Pentafluoride // Journal of the American Chemical Society. 1998. – feb. Vol. 90, no. 4. P. 933-938. 4. Santiesteban J.G., Calabro D.C., Chang C.D. et al. The role of platinum in Pelucchi, M. Improved kinetic model of the low- temperature oxidation of n-heptane / M. Pelucchi, M. Bissoli, C. Cavallotti et al. // Energy and Fuels. – 2014. – Vol. 28. – № 11. – P. 7178-7193. 64

№ 9 (102) сентябрь, 2022 г. ENERGY INDUSTRY DOI: 10.32743/UniTech.2022.102.9.14234 SELECTION OF THE TYPE OF ELECTRIC GENERATORS FOR A WIND ELECTRIC INSTALLATION Nijat Mammadov Senior laboratory, Azerbaijan State Oil and Industry Universitety, Azerbaijan, Baku E-mail: [email protected] ВЫБОР ВИДА ЭЛЕКТРИЧЕСКИХ ГЕНЕРАТОРОВ ДЛЯ ВЕТРОЭЛЕКТРИЧЕСКОЙ УСТАНОВКИ Мамедов Ниджат Сабахаддин ст. лаборант, Азербайджанский Государственный Университет Нефти и Промышленности, Азербайджан, г. Баку ABSTRACT The generator is the main element of the electrical equipment of the wind electric installation. In addition to the main purpose, the generator must perform certain functions for stabilizing and regulating parameters that characterize the qual- ity of the generated electrical energy. Therefore, the choice of a generator is the main condition for a wind turbine. This paper presents comparisons of electrical generators used for wind turbines. The advantages and disadvantages of electric generators are indicated, which simplifies the choice of the type of generator for a wind electric installation. АННОТАЦИЯ Генератор является главным элементом электрического оборудования ветроэлектрической установки. Кроме главного назначения генератор должен выполнить определенные функции по стабилизации и регулировании па- раметров, которые характеризуют качество выработанной электрической энергии. Поэтому выбор генератора яв- ляется главным условием для ВЭУ. В этой работе представлены сравнения электрических генераторов применяемый для ветроэлектрической установки. Указаны преимущества и недостатки электрогенераторов, бла- годаря которому упрощается выбор типа генератора для ветроэлектрической установки. Keywords: WEI, synchronous generator, asynchronous generator, two-speed asynchronous generator, renewable energy. Ключевые слова: ВЭУ, синхронный генератор, асинхронный генератор, двухскоростной асинхронный ге- нератор, возобновляемая энергия. ________________________________________________________________________________________________ Introduction role. It is necessary to systematize data on the use of dif- Currently, in the development of the energy sector, ferent types of generators for wind turbines of different much attention is paid to renewable (non-traditional) en- capacities, depending on the operating conditions and ergy sources. The local placement of wind installation, the type of load [2]. This will allow the maximum use of ease of installation of the mechanism and application are the potential of the wind flow. It is necessary to analyze clear advantages relative to conventional energy sources and establish the dependence of the influence of wind [1]. A wind electric installation (WEI) or a wind gener- speed on the amount of electricity generated by various ator is installation that converts the kinetic energy of the types of generators and to establish which type of gen- wind flow into the mechanical energy of the rotor rota- erators has more stable energy characteristics at low tion with further conversion into electrical energy. The wind speeds. Three main factors influence the choice of development of various types of generators for wind a generator for wind electric installation: electric installations currently plays a very important __________________________ Библиографическое описание: Mammadov N.S. SELECTION OF THE TYPE OF ELECTRIC GENERATORS FOR A WIND ELECTRIC INSTALLATION // Universum: технические науки : электрон. научн. журн. 2022. 9(102). URL: https://7universum.com/ru/tech/archive/item/14234

№ 9 (102) сентябрь, 2022 г. 1) Output power (kW), determined only by the 2) Great work reliability, power of the converter (inverter) and independent of 3) High efficiency wind speed, battery capacity. This parameter defines the Flaws: maximum number of electrical appliances that can be 1) The importance of acquiring expensive perma- connected to the electrical supply system at the same nent magnets, time. It is not possible to simultaneously consume more 2) The invariance of the magnetic flux, the impos- electrical energy than the power of the converter allows. sibility of its regulation, Several inverters can be connected at the same time to 3) Big cost, increase the output power. 4) Lack of domestic production base. Synchronous generator with electromagnetic 2) The time of continuous operation in the absence of wind or in light wind is determined by the capacity of excitation the battery and depends on the power and duration of Advantages: consumption. 1) Possibility of reactive power regulation by the generator 3) The battery charge rate depends on the power of 2) When using a direct current converter with an ex- the generator itself. Also, this speed is found depending plicit link and a voltage inverter with pulse-width con- on the wind speed, mast height. The more powerful the trol, it becomes possible to obtain low harmonic content generator, the faster the battery will be charged, which in currents. means that electrical energy from the battery will be Flaws: consumed faster [3]. For wind electric installations, the 1) High cost, complex device, less reliable com- following types of generators are used: pared to AM 2) Complicated design, increased weight and cost 1. Asynchronous generators with short circuit rotor due to the importance of gearless installation, 2. Asynchronous generators with a phase rotor 3) Scheme of the rigid dependence of the EMF fre- 3. Two-speed asynchronous generators quency on the rotation speed, etc. As a result, it is lim- 4. Synchronous generators with magnetoelectric ited, and in places with a sharp gust of wind makes it excitation impossible, the use of a synchronous generator for direct 5. Synchronous generators with electromagnetic connection to the network without a PFC. excitation 4) It is necessary to use converters with an explicit 6. Asynchronous synchronous generators, etc. DC link and a voltage inverter in order to provide current Currently, in the development of the energy sector, and voltage parameters with acceptable technical char- much attention is paid to renewable (non-traditional) en- acteristics. ergy sources. It is necessary to systematize data on the use of different types of generators for wind turbines of Asynchronous generators used for WEI different capacities, depending on the operating condi- The asynchronous generator has the simplest de- tions and the type of load. This will allow the maximum sign, is reliable in maintenance and has a lower cost use of the potential of the wind flow. It is necessary to compared to the permanent magnet synchronous gener- analyze and establish the dependence of the influence of ator. The use of this generator in off-grid wind turbines wind speed on the volume of electricity generated by has not been widely used before. This was due to the various types of generators and to establish which type absence of small-sized capacitors, due to which the gen- of generators has more stable energy characteristics at erator is excited and the reactive power of the load is low wind speeds. compensated, and it was also due to the difficulty of sta- Synchronous generators with magnetoelectric bilizing the output voltage. But when more compact ca- excitation and with electromagnetic excitation used pacitors and new voltage stabilization systems appeared, in WEI these problems were solved. AG is more often used as a Synchronous generator with magnetoelectric wind generator of small and medium power, since it is excitation. This generator has a simple design, is easy cheaper than a permanent magnet synchronous genera- to maintain, reliable and has a high efficiency. Thanks tor [4]. As a result, it can be said that due to many prop- to the use of high-ercivity permanent magnets, the char- erties, an asynchronous generator, especially due to its acteristics of this generator are improved. At the same low cost, is widely used in wind electric installations. time, there is a difficulty in regulating and stabilizing the Basically, two-speed asynchronous generators are voltage. Therefore, it is also called a permanent magnet widely used. synchronous generator. Asynchronous generator with a phase rotor Thanks to the regulation of reactive power, which Advantages: enters the generators from the capacitor, voltage stabili- 1) Possibility of cascade connection of two asyn- zation is carried out. In SG with magnetoelectric excita- chronous generators or connection of an asynchronous tion, a gearbox is important, which means additional generator and DCT of parallel excitation, losses. Despite this, this synchronous generator is the 2) Easy maintenance, most common wind turbine generator. Today, various 3) Reliability, studies are being carried out to improve the design and 4) Small fluctuations in power output. performance of a permanent magnet synchronous gen- Flaws: erator. 1) The importance of installing gearboxes, Advantages: 1) Elimination of sliding contact, 66

№ 9 (102) сентябрь, 2022 г. 2) Impossible control of regime parameters, which the number of pole pairs and an increase in rotation is very important in gusty winds, speed is allowed. 3) In autonomous modes, an autonomous source of Consider the advantages of a two-speed generator reactive power is important, used for wind electric installation 4) The presence of a sliding contact, which leads to 1) Low noise level a decrease in reliability. 2) Minimum vibration 3) High performance Asynchronous generator with short circuit rotor. 4) High starting torque This generator has the same disadvantages as the AG 5) Simplicity and reliability of design with a phase rotor. Consider the advantages of this gen- 6) Ability to work at two speeds erator: Conclusion 1) Easy and reliable in maintenance, Thanks to all the advantages and disadvantages we 2) Low cost, have considered, we can come to the following conclu- 3) It has very low fluctuations in power output, elec- sions. In autonomous electrical networks, when using tromagnetic torque and current in parallel operation and wind turbines with a power of up to 200 kW, it is rec- variable wind speed. ommended to use synchronous generators (SG) with Two-speed asynchronous generators. A two- permanent magnets (SGPM), which have advantages in speed asynchronous generator is an asynchronous gen- terms of power, economic indicators, low losses and ef- erator that operates in two speed modes. Step adjustment ficiency. The SG has a rigid dependence of the fre- is provided by series-parallel switching of the stator quency of the generated EMF on the shaft speed. If the windings. Unlike standard asynchronous machines, wind is gusty, then high values of variable components these machines have additional rotational speed desig- in the regime parameters are formed in the generator nations. With this design of a two-speed generator, the and, together with the network, the operation of such overall and connecting dimensions are identical to generators deteriorates. This limits, and in regions with standard electric motors. These generators are used to sharp variable winds, makes it impossible to use the SG drive gearboxes, geared motors, fans and other applica- for direct connection to the network. With such work, a tions that require a change in speed. The main of these semiconductor frequency converter is installed between installations is the wind electric installation [5]. the generator and the network. Two-speed wind electric As previously stated, in order to increase the effi- installations are widely used because their circuit is ciency of wind application, stepwise speed control be- quite simpler than circuits with converters. The use of a gan to be used. For this, two windings with a different two-speed asynchronous generator makes it possible to number of pole pairs are placed in the generator stator. increase the generation of electrical energy at low wind At the lowest wind speed, in order to maintain optimal speeds from 3.5 to 5 m/s. Therefore, at present, in wind speed, a low speed of rotation of the wind wheel is used electric installations, the use of two-speed asynchronous and the winding with the largest number of pole pairs is generators is the best. included in the generator. When the wind speed rises above a certain limit, it switches to the lowest value of References: 1. Boyle G. Renewable Energy. — Oxford University Press, 2004. — 464 pp. 2. Lukutin B.V. Energy-efficient controlled generators for wind power plants / B.V. Lukutin, E.B. Shandarova, A.I. Muravlev // Izvestiya vuzov. Ser. Electromechanics. - 2008. - No. 6. - P. 63–66. 3. Shevchenko V.V., Kulish Ya.R. Analysis of the possibility of using different types of generators for wind power plants, taking into account the power range // Bulletin of NTU “KhPI”. - 2013. - No. 65. - S. 107-117. 4. Wind turbine generators http://xn--drmstrre-64ad.dk/wp-content/wind/miller/windpower%20web/en/tour/wtrb/elec- tric.htm. 5. Two speed asynchronous generators https://xn--80aqy.com. ua/mnogoskorostnye/dvuhskorostnye/ 67

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