What are the efficiency values of steam locomotives, diesel locomotives and electric locomotives. Steam and diesel locomotives
Locomotive- a locomotive that moves independently (autonomously) along a rail track and has a steam power plant.
The energy chain of a steam locomotive's steam power plant includes a steam boiler - a heat generator (steam generator) and a piston steam engine as a heat engine, which, using a crank mechanism, rotates the drive wheels (wheel pairs). In a steam boiler, three successive stages of energy conversion occur: in the furnace of the steam boiler, the process of burning fuel and converting its internal chemical energy into thermal energy, the carrier of which is the combustion products - flue gases; in the steam boiler itself, the process of heat exchange is carried out between the products of fuel combustion and water in order to bring the water to a boil and form saturated steam; in the superheater, the temperature and heat content of the steam increase (also due to heat exchange with the products of fuel combustion).
The steam boiler is fed with water from the water tank located on the locomotive's tender by an injection water pump by using some of the energy of the compressed steam for the locomotive's own needs.
Historical reference
The idea of creating a vehicle that moves independently along rail tracks belongs to the English inventor R. Trevithick, who in 1803 put a cart driven by steam obtained from a steam boiler placed on it on rails.
The design of the first steam locomotive predetermined the shape and direction of development of future locomotives, which for many decades used a horizontally located boiler that generated high pressure steam, released steam to increase traction into the chimney, etc.
However, due to its large dead weight (about 6 tons), the locomotive destroyed the cast iron rails. The second locomotive also failed the tests, but the prerequisites for improving the locomotive were created and developed in the works of other inventors.
J. Stephenson's steam locomotive "Rocket" (Great Britain, 1829)
In the 1810-20s, several designs of steam locomotives were created for use in mines and mines: in 1811, the English mechanic M. Murray built a steam locomotive with gear wheels that meshed with a third wheel located between the rails; in 1812, the English inventor W. Brenton created a “walking” locomotive, pushed off the track by levers; in 1813, engineer W. Hedley installed a twin steam engine on a carriage (the locomotive is known as “Puffing Billy”). In 1814, the Blucher steam locomotive, which was not distinguished by its original design, was built by J. Stephenson. The inventor made a number of improvements to the design of the second steam locomotive, “Experiment”: he used a two-cylinder steam engine, twin wheels with external connecting drawbars, and used steam exhaust through a chimney to enhance traction through a special device - a cone, which later became an indispensable part of any steam locomotive.
In 1819, five steam locomotives were built for use in the mines; then in 1823 - for the Stockton - Darlington railway line, the construction of which Stephenson supervised. In 1825, a steam locomotive named "Lokomoshen" No. 1 carried a train along the road on the day of its opening. However, despite the use of cone thrust and other improvements, the locomotive was unable to reach high speed due to the low power of the steam boiler.
In 1829, Stephenson built the Rocket steam locomotive using the idea of a multi-tube boiler. In 25 pipes, not water circulated, as in previous models, but hot gases, that is, a fire-tube boiler was used for the first time. This innovation allowed the locomotive to significantly increase its speed. In a one-of-a-kind competition known as the Battle of the Rainhill Locomotive, held by the Liverpool-Manchester Railway on October 1, 1829, he achieved a then-record average speed of 22 km/h.
Cherepanov steam locomotive (Russia, 1834)
After improving the cone, the speed of steam locomotives was increased to 38 km/h. This victory proved the feasibility of using steam traction in railway transport and determined its further development. The first steam locomotive in Russia was built in 1834 by M. E. Cherepanov (1803-1849) under the leadership and with the participation of his father E. A. Cherepanov (1774-1842) at the Vyisky plant. The car was called a “land steamer”, “steamboat”, “steam cart”. The word “steam locomotive” first appeared in the St. Petersburg newspaper “Northern Bee” in 1836. Subsequently, the terms “steam locomotive” and “locomotive” became synonymous.
The locomotive was tested on an experimental section of a cast iron road with a length of 853.5 m, specially laid from the Vyisky plant. The locomotive was able to transport a train weighing up to 3.3 tons at a speed of 13-16 km/h. According to Professor V.S. Virginsky, the rear (driving) wheels of the locomotive had a larger diameter, and the front (runner) wheels had a smaller diameter. (A model of the Cherepanovs' steam locomotive, which has the same wheel sizes, is in the Central Museum of Railway Transport in St. Petersburg.)
In March 1835, the Cherepanovs built a second, more powerful locomotive. However, Cherepanov and mining engineer F.I. Shvetsov, who in the early 1830s proposed to lay rail tracks at the plant, failed to convince the plant administration of the advantages of steam traction, and the first Russian steam locomotives did not find practical use.
However, the steam locomotive remains one of the unique technical creations of mankind, which reigned supreme in railway transport for more than 130 years.
In many countries, steam locomotive monuments are preserved; retro trains with steam traction are popular. Part of the locomotive fleet is in reserve; if necessary, the operability of the locomotives can be restored.
Gallery
Industrial tank-steam locomotive type 0-2-0, scale 1:10. Designed and built for shunting work at metallurgical furnaces of large industrial enterprises. In the 1930s, such locomotives were built at the Nevsky, Murom and Sormovsky factories. Exhibit CMZHT
The first Russian steam locomotive, built by mechanics Cherepanovs in 1833-1834 in Nizhny Tagil. This steam locomotive drove trains with ore weighing up to three tons along the factory road at speeds of up to sixteen kilometers per hour. A 1:2 scale model was also made by the Cherepanovs in 1839. Exhibit CMZHT
A steam locomotive with Brenton legs, 1813. This locomotive had one horizontal cylinder, the piston rod of which was connected to “legs” equipped with a “foot” in the form of a bracket. When the piston of the steam engine moved, the “leg” rested on the ground, forcing the locomotive to move forward the length of the piston stroke. In this way, a speed of about five kilometers per hour was achieved. Exhibit CMZHT
HISTORY OF THE RUSSIAN STEAM LOGO
A steam locomotive is one of the most amazing machines created by man. It combines metal, fire, air and water.
In 1762, the predecessor of the steam locomotive was the world's first twin steam engine of the Russian inventor I. I. Polzunov.
The first steam locomotive in Russia was built by father and son E.A. and M.E. Cherepanovs in 1833, two years ahead of the construction of the first steam locomotive in Germany. It differed favorably from foreign locomotives with its original, successful design solutions. This locomotive transported up to 3.2 tons of cargo at a speed of about 16 km/h; the second locomotive, built in 1835, could carry a load of a thousand pounds (16.4 tons) at a speed of 16.4 km/h.
Cherepanov steam locomotive
However, steam locomotives for the first Russian railway between St. Petersburg and Tsarskoye Selo, opened for public use in 1838, were ordered abroad. Only the construction of the St. Petersburg-Moscow Railway, begun in 1843, was the basis for the beginning of Russian steam locomotive construction. The first steam locomotives for this road were built by the Aleksandrovsky plant in 1845 - freight locomotives of type 0-3-0 (later some were converted into type 1-3-0 - a first in the world) and passenger locomotives of type 2-2-0.
Freight locomotive type 0-3-0
Passenger locomotive type 2-2-0
Already in the mid-60s XIX century, rapid construction of railways begins in Russia, which, accordingly, leads to an increase in the need for steam locomotives. In 1868, the government entered into contracts with a number of Russian factories. In 1869, the construction of steam locomotives began at the Kolomna and Kama-Votkinsk factories; in 1870 - at the Nevsky and Maltsevsky factories; in 1892-1900 - in Bryansk, Putilov, Sormovsk, Kharkov and Lugansk.
The domestic locomotive industry had its own path of development. The Russian school of locomotive building was formed. Outstanding Russian engineers and designers A.P. Borodin, E.E. Noltein, V.I. Lopushinsky and others created a number of new types of steam locomotives and introduced many improvements on them.
In 1878, the world's first passenger steam locomotives with a front bogie were built at the Kolomensky Plant, which helped improve train safety. Such locomotives appeared abroad only in 1892. Steam locomotives with four moving axles, which appeared in Russia back in the 60s XIX centuries, were continuously improved and by 1893 were widely used on railways.
Steam locomotive type 0-4-0 series O B
In 1891, for the first time in the history of locomotive building, a steam locomotive with steam condensation was built.
Tank locomotive type 44
At the end of the XIX centuries, Russian engineers were the first in the world to use steam superheaters. During the same period, they were the first to use double expansion of steam on steam locomotives. The principle of unification and interchangeability of parts and assemblies in steam locomotives was justified and used. The construction of articulated steam locomotives was organized - long before their appearance in America.
Steam locomotive of the Fita series
At the end of the 19th century, the foundations of the doctrine of train traction were laid, which was transformed by Russian and Soviet scientists into a science that makes it possible to accurately calculate the mass of a train, the speed and time of its movement, determine braking distances depending on the track profile and the availability of braking means for the train, and solve many problems. tasks related to the use of power and traction characteristics of locomotives.
By the beginning of the 20th century, Russia was completely freed from foreign dependence in the field of steam locomotive building. By this time, many remarkable design forms of Russian steam locomotives had been created, the further development of which led to the most advanced models of steam locomotive construction.
From 1898 to 1917, Russian factories built 16,064 steam locomotives. The locomotive fleet of pre-revolutionary Russia was characterized by an inappropriately large variety of types. Therefore, in 1912, by a circular of the Railway Administration of the Ministry of Railways, a letter designation system for series of steam locomotives was first introduced for both state-owned and private railways. So, according to it, all old freight locomotives with 3 moving axles (types 1-3-0, 0-3-0, 0-3-1) received the designation T series (three-axle), type 0-4-0 produced to “normal type” locomotives – Ch (four-axle), “normal type” locomotives – O (main), etc.
The Soviet period of steam locomotive construction dates back to December 1920, when a five-year plan for the restoration of the locomotive economy was adopted.
In 1925, a new passenger locomotive SU was designed and built, which was one of the best passenger locomotives.
Steam locomotive S U
Beginning in 1926, over a long period, improved and reinforced freight locomotives EC, EM and ER were built at locomotive factories.
Steam locomotive E U
Steam locomotive E M
Steam locomotive E R
In 1931, the most powerful freight locomotive in Europe, type 1-5-1, FD series, was created, and in 1932, serial construction of these locomotives began at the Voroshilovgrad Locomotive Plant.
Steam locomotive FD
At the beginning of 1932, a project was developed and a powerful passenger locomotive of the 1-4-2 series FDP was built.
In 1934, a steam locomotive of type 1-5-0 series CO was built. Steam locomotives of this series were built at various factories until 1950. They were widely used on the road network.
Steam locomotive CO
In the post-war period of locomotive building in the USSR, two serial types of freight locomotives with five coupling axles in a rigid frame with an axle load of 18 tons were produced: locomotives 1-5-0 series L and 1-5-1 series LV with a design traction force of 221, respectively. 5 and 231.5 kN.
Steam locomotive L
Steam locomotive L V
In 1950, the first experimental powerful passenger steam locomotive of the 2-4-2 type (P36), which had high performance qualities, was produced. Several of these locomotives were built in 1953, and their mass production began in 1955.
Steam locomotive P36
Due to low efficiency, the construction of steam locomotives in our country has been discontinued since 1956.
Until 1957, up to 400 types of steam locomotives were developed, built and operated on the country's railways.
In terms of efficiency and power, a steam locomotive is inferior to a diesel locomotive and an electric locomotive, but significantly exceeds both in terms of endurance and unpretentiousness. A steam locomotive is capable of withstanding 400 percent of overloads relative to its design power, and can sometimes be heated with completely unimaginable types of fuel, for example, damp aspen firewood, and during the Civil War, it happened, even dry roach. Repairing a steam locomotive costs significantly less than a diesel or electric locomotive; Coal and fuel oil are much cheaper than electricity and diesel fuel. It was these qualities of the locomotive that largely determined the uninterrupted operation of the railways during the Great Patriotic War.
The steam locomotive remains one of the unique technical creations of mankind, which reigned supreme in railway transport for more than 130 years. In connection with energy problems, interest in solid fuel locomotives does not wane and at the beginning XXI century. In many countries, steam locomotive monuments are preserved; retro trains with steam traction are popular. Part of the locomotive fleet is in reserve; if necessary, the operability of the locomotives can be restored.
Interesting facts about steam locomotives
The most trouble-free
It was this locomotive that was assigned the O V series in 1912. The new locomotive turned out to be a trouble-free machine, easy to repair and maintain. The omnivorous “sheep” could be heated with coal, fuel oil, wood and peat. Until 1925, the “lamb” was used both for train and shunting work.
In the next decade, in connection with the general renewal of the locomotive fleet of the USSR, it was transferred to secondary lines, and from the mid-30s, O V steam locomotives were used mainly for shunting work and industrial transport. These locomotives operated in their new role until the mid-50s.
The most straightforward and clueless
The beginning of the twentieth century became a peak in the history of the development of steam locomotive engineering. Not surprisingly, each country tried to surpass its opponents in speed, power and size. The then young USSR did not lag behind its neighbors and in 1934 produced a 21-meter locomotive of the AA series (Andrei Andreev) - the only “mainline” in the world with seven moving axles on a rigid frame versus the usual five (there were 11 axles in total). The locomotive was huge in all respects and, in fact, this was what killed it. He walked well in a straight line, but with curves he did not work out from the very beginning - he upset the tracks at turns and went off the rails at switches. In addition, even “settling” the colossal machine somewhere was problematic: “AA” simply did not fit on the turntables and in the stalls of locomotive depots. Therefore, almost immediately it was laid up, and in the 1960s it was ingloriously cut into metal.
The most widespread
The Russian and subsequently Soviet “E” class steam locomotive became the most popular locomotive in the entire history of steam locomotive construction. The first cars of this type hit the rails back in 1912, the last, already significantly modified, in 1957. Moreover, not only six domestic, but also more than two dozen foreign factories worked on the production of “Eshaks”. The locomotive turned out to be very unpretentious and worked on both freight and passenger transportation. In just 45 years, more than 11 thousand of these locomotives were produced - none of the competitors can boast of such a mass production. And although it’s unlikely that you’ll be able to see “Eshki” on the line now – perhaps, perhaps, on a pedestal – you can see them on the move in many films, from “The Elusive Avengers” to “The Admiral”.
The most unique
The steam locomotive "IS" - "ISka" became the pride of the Soviet steam locomotive industry - at the time of its creation it was the most powerful passenger steam locomotive in Europe, and it was the one that won the Grand Prix at the Paris World Exhibition in 1937. It was the IS that drove the Red Arrow. And it was the “Stalins” that were the fastest, accelerating up to 115 km/h, and in a streamlined casing – up to 155 km/h. At the same time, the IS had its own peculiarity: it was highly unified with the FD freight locomotive, Felix Dzerzhinsky, which greatly simplified its repair and operation. It was to the “FD” series that the “IS” steam locomotive was eventually classified: in 1962, at the height of the fight against the cult of personality, all “IS” were renamed “FDP” with the prefix “passenger”.
The heaviest
Steam locomotive P38 is the heaviest steam locomotive in the history of Soviet locomotive building (and taking into account the weight of the tender, in the history of all Soviet locomotives), the service weight of which with the tender was 383.2 tons with a length of 38.2 m. The series turned out to be limited due to the cessation of production of steam locomotives in our country there are only 4 freight locomotives produced in the USSR in 1954-1955. The length of the locomotive is 22.5 m and the tender is 15.7 m, the operating weight of the steam locomotive is 213.7-214.9 tons + tender 168 tons with water and coal, design speed is 85 km/h and power is 3,800 hp.
The main elements in the design of a steam locomotive are the steam engine, the steam boiler, and the crew section. A tender is attached to the locomotive, which contains reserves of fuel, water and lubricant. The fuel for such a locomotive is coal, peat, firewood, fuel oil, and oil shale. Sometimes fuel and water reserves may be located in the locomotive itself - this is tank locomotive.
The operating principle of the engine is based on heat transfer. When fuel burns in a furnace, heat is transferred through the walls of the furnace and flame tubes to the water in the boiler, which turns into steam. A steam engine converts thermal energy into mechanical energy, which drives pistons in steam cylinders, this movement is transmitted to the wheels, and they move. To increase efficiency, special installations are used where the steam is overheated and its temperature rises significantly.
The carriage consists of a frame, wheelsets with axle boxes, spring suspension, bogies - runners and supporting ones, also with wheel sets, and clutch devices. The very first steam locomotives were built in Great Britain in 1803, inventor R. Trevithick; in 1814 - inventor J. Stephenson. J. Stephenson's steam locomotive was called "Rocket".
In Russia, the first steam locomotive was built and launched in 1833 on the St. Petersburg - Moscow railway, designers E. A. and M. E. Cherepanov. The use of locomotive traction spread to the railways of many countries in the late 19th and early 20th centuries. For about 100 years they served to drive trains. But in the 1950s. Steam locomotives gradually began to be replaced by diesel locomotives and electric locomotives, which turned out to be more economical. Since 1956, production of steam locomotives was discontinued, although they still continued to be used.
What is the difference between a diesel locomotive and a steam locomotive? Unlike a steam locomotive with an engine diesel locomotive is an internal combustion engine - diesel. It is installed in the engine room and converts the thermal energy of the fuel during its combustion into mechanical energy, and this is transmitted through a hydromechanical or electrical power transmission to the movement of the wheel pairs. The diesel locomotive turned out to be a more economical locomotive than the steam locomotive. The very first diesel locomotives in Russia appeared in the 1920s.
Diesel locomotives with electric transmission have become widespread. In their device, the crankshaft rotates an electric generator, which generates current that powers traction motors; they transmit rotation to the wheelsets through a gear drive.
Diesel locomotive crew-frame, bogies with wheel pairs, axle boxes, spring suspension. On the frame is the body of the diesel locomotive, in which the cabin is located; from the cabin, the driver controls the movement using a device - a controller. The operating modes of the traction motors change automatically.
Between the cabin and the engine room there is a hardware chamber with devices and switching devices in the power circuit. The engine room contains: engine, generator, compressor, battery. Diesel locomotives can reach speeds of more than 160 km/h, their efficiency is more than 30%.
Steam and diesel locomotives- autonomous locomotives, because they have their own. installations for energy generation. Electric locomotives depend on a power source; receive electricity through a contact network from traction substations fed by stationary or mobile power plants. Steam locomotives are the first locomotives that appeared at the beginning of the 19th century; for almost 100 years they were the only type of locomotive on the railways. The improvement of steam locomotives went in the direction of increasing their power, speed, traction, and efficiency. However, it was not possible to increase the efficiency of the steam locomotive above 12% (the main efficiency is 6-8%). At the end of the 1st half. 20th century they began to be replaced by more economical autonomous locomotives - diesel locomotives, the efficiency of which is 20-25% and higher, and then electric locomotives, which in subsequent years began to displace diesel locomotives on the busiest lines, because they have an even higher efficiency - taking into account losses in contact network it reaches 75%.
The improvement of diesel locomotives is associated with an increase in their sectional power, design traction force, efficiency and reliability. In the future, it is planned to create locomotives that develop a traction force of 60-70 kN for each drive axle, i.e., having a total traction force of up to 360-420 kN (in a 6-axle section) and 480-560 kN (in an 8-axle section). Particular attention in the design of promising diesel locomotives is paid to improving the driver’s workplace and improving working conditions for locomotive crews. In diesel locomotives, one of the main tasks is to provide passenger cars with electric heating.
Electric locomotives also went through a number of stages related to increasing power and design traction; Modern electric locomotives develop traction forces of up to 700 kN. An important step in improving their characteristics was the transition to alternating current, which made it possible to significantly increase the voltage in the contact network, reduce copper costs for contact network wires and increase the efficiency of electric traction. Advances in the field of semiconductor hardware have made it possible to create highly efficient controlled power converters and brushless traction electric drives. With the help of microprocessor systems used in electric locomotive control, the operating mode of the electric locomotive is automated, including operation of a system of many units with locomotives dispersed along the train. Modern electric locomotives are equipped with devices that provide rheostatic and regenerative braking and provide significant savings in energy consumption. Further improvement of the technical and economic parameters of electric locomotives is provided by the use of thyristor converters for speed control.
Non-self-propelled P. s. is the most numerous part of the general fleet of P. e.: passenger and freight cars of various types and designs, including sleeping cars for traveling long distances, cars with seats, dining cars, technical and service cars for various purposes (sanitary, medical, laboratory cars, etc.). The design of the cars has, therefore, undergone improvement. Modern carriages have durable all-metal construction. body, equipped with heating systems, forced ventilation, electric lighting, sanitary facilities. Some types of wagons are equipped with kaimatic. air cooling installations, air conditioning systems. Improving the design of passenger cars is aimed at increasing passenger comfort and traffic safety. For this purpose, the tightness of the body is enhanced and its heat-insulating properties are improved; heating performance and efficiency increases. installations with electrical heating along the train line from the locomotive; the means of regulation and protection in the electrical equipment system are being improved using microprocessor technology; A fire alarm is introduced, internal equipment is made of non-flammable and fire-resistant materials. In addition, new corrosion protection means are used, which improves the ergonomic characteristics of the car and reduces the amount of repairs.
Freight cars are presented in the park of P. s. universal, adaptable for the transportation of a variety of goods (covered cars, platforms, gondola cars) and specialized for the transportation of several types of goods with similar properties or one specific. cargo (tanks, grain trucks, cement tankers, refrigerators, etc.). The structure of the freight car fleet is established on the basis of technical and economic calculations, taking into account, first of all, the satisfaction of transportation needs, as well as the nomenclature, volumes, transportation range and speed of cargo delivery, operating costs, required capital investments, ensuring the safety of cargo, the level of mechanization of loading and unloading etc. Sociological factors are also taken into account, including saving labor and material resources in the sphere of production and operation, and environmental protection. Improving the fleet of freight cars is aimed at increasing their reliability, carrying capacity, increasing the range and number of specialized cars, and reducing the volume of repairs. For the manufacture of cars, metals, plastics and other materials are used that remain operational at air temperatures down to -60 ° C and meet the conditions for ensuring strength and reliability during operation.
Since mid. 70s Almost all work on the railways was carried out by electric and diesel locomotives. Length operating on electric traction accounted for 36% of the total length of the network, which provided 63% of the total volume of traffic (1989).
Requirements for PS operating on domestic railways and assigned to industrial enterprises and other organizations are regulated by the current Rules for the Technical Operation of Railways. According to the Rules of P. s. must meet the requirements for the size of the rolling stock and be in good condition, guaranteeing the safety of its operation. Train locomotives and multiple unit trains must be equipped with train radio communications and speed meters with recording of readings. Train locomotives and multiple unit trains on lines with automatic blocking must have an automatic locomotive alarm, and on lines without automatic blocking - devices for checking driver vigilance (see Driver vigilance handle). In multi-unit trains, control points are equipped with automatic train stopping devices in case the driver loses the ability to drive the train (see Driver's controller). Shunting locomotives have devices for uncoupling them from the cars from the driver's cab.
For ease of use P. s. Each unit is equipped with distinctive signs and inscriptions. On board the locomotives and cars are the initials of the home road (except for freight cars), the number, the manufacturer's plate indicating the date and place of construction, the date and place of installation. types of repairs, tare weight (except for locomotives). On locomotives and multiple unit trains. The following inscriptions are also included: design speed, series, name of the home depot; on passenger trains, carriages and multiple unit trains - number of seats; on freight cars - load capacity.
Each newly built locomotive and multiple unit train is assigned an alphanumeric designation - a series.