Steam locomotives and diesel locomotives- autonomous locomotives, because they have their own. power generation installations. Electric locomotives depend on a power source; receive electricity through a contact network from traction substations fed by stationary or mobile power stations. Steam locomotives - the first locomotives that appeared at the beginning of the 19th century, were the only type of locomotive on the railways for almost 100 years. The improvement of steam locomotives went in the direction of increasing their power, speed, traction, efficiency. However, it was not possible to raise the efficiency of a steam locomotive above 12% (in the main efficiency is 6-8%). At the end of the 1st floor. 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 most loaded 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, calculated 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 driving 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 workplace of the driver, improving the working conditions of locomotive crews. In passenger 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 the increase in power and design traction force; modern electric locomotives develop a traction force 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 the cost of copper for the wires of the contact network and increase the efficiency of electric traction. Advances in semiconductor technical means made it possible to create highly efficient controlled power converters and a brushless traction electric drive. With the help of microprocessor systems used in the control of an electric locomotive, the mode of operation of an electric locomotive is automated, including the 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 electricity consumption. A further improvement in the technical and economic parameters of electric locomotives is the use of thyristor converters for speed control.
Non-self-propelled P. s. is the most numerous part of the general fleet of passenger cars: pass, and freight cars of various types and designs, including sleeping cars for traveling long distances, cars with seats, restaurant cars, technical and service cars for various purposes (sanitary, medical, laboratory cars, etc.). The design of the wagons has undergone, therefore, improvement. Modern wagons have a durable all-metal. body, equipped with heating systems, forced ventilation, electric lighting, sanitary devices. Some types of wagons are equipped with kyimatich. installations for air cooling, air conditioning systems. Improving the design of passenger cars is aimed at increasing passenger comfort and traffic safety. To this end, the tightness of the body is enhanced and its heat-insulating properties are improved; increased productivity and heating efficiency. installations with electric heating along the train line from the locomotive; the means of regulation and protection in the system of electrical equipment are being improved with the use of microprocessor technology; a fire alarm system is introduced, the internal equipment is made of non-combustible and slow-burning materials. In addition, new means of corrosion protection are used, which improves the ergonomic performance 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 various goods (covered wagons, platforms, gondola cars) and specialized for the transportation of several types of goods with similar properties or one specific. cargo (tanks, grain carriers, cement carriers, refrigerator carriers, 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 the need for transportation, as well as the range, volumes, distance of transportation and speed of delivery of goods, operating costs, required investments, ensuring the safety of goods, the level of mechanization of loading and unloading etc. Sociological factors are also taken into account, including the saving of 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 amount 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 satisfy the conditions for ensuring strength and reliability during operation.
Starting from ser. 70s almost all work on the railways was carried out by electric and diesel locomotives. The length of operating on electric traction, accounted for 36% of the total length of the network, which provided 63% of the total traffic volume (1989).
The requirements for railway stations circulating on domestic railways and assigned to industrial enterprises and other organizations are regulated current Rules technical operation of railways. According to the Rules P. s. must meet the requirements of the dimensions of the rolling stock, be in good condition, guaranteeing the safety of its operation. Train locomotives and multi-unit trains must be equipped with train radio communication and speedometers with recording readings. Train locomotives and multi-unit trains on lines with automatic blocking must have automatic locomotive signaling, and on lines without automatic blocking, driver vigilance check devices (see Driver vigilance handle). In multi-unit trains, control points are equipped with automatic train stop devices in case the driver loses the ability to drive the train (see Driver Controller). Shunting locomotives have devices for uncoupling them from the cars from the driver's cab.
For convenience of operation P. with. each of its units is supplied with distinctive signs and inscriptions. 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 are marked on board the locomotives and wagons. types of repair, tare weight (except for locomotives). On locomotives and multiple unit trains the following inscriptions are also applied: design speed, series, name of the home depot; on the pass, wagons and motor-carriage P. s. - the number of seats; on freight wagons - carrying capacity.
Each newly built locomotive and multi-unit train is assigned an alphanumeric designation - a series.

The efficiency of the locomotive, which characterizes the degree of use of the heat of combustion of fuel to obtain useful work, the higher, the more perfect the primary power plant. The energy consumed by non-autonomous locomotives is generated in power plants.

The efficiency of electric traction when powered by thermal power plants is 25-26%. Wherein thermal power plants work, as a rule, on cheap types of fuel (lignite, peat). If we take into account the share of hydroelectric power plants in the power supply of electric railways, then the efficiency of electric traction increases to 32%.

Autonomous locomotives depending on type heat engine and the degree of its use have an efficiency that reaches 29-31% for diesel locomotives, and 5-7% for steam locomotives. By improving the use and efficiency of a diesel engine, the efficiency of a diesel locomotive can be somewhat increased.

Traction electric motors for electric locomotives allow, when driving on the calculated rises, to work in modes with loads exceeding the nominal ones, if the overheating of the electric motor windings does not exceed the permissible limits. In motor cars, electric motors usually operate with currents greater than the rated current during the start (acceleration) of the train.

When braking, electric locomotives can return part of the energy of the train's movement to the traction network (regenerative braking). The operating costs for maintenance and current repairs of electric locomotives are lower than with autonomous locomotives. The carrying capacity of electrified lines significantly exceeds the carrying capacity of non-electrified railways. Electric locomotives have a much longer service life, their repair is easier than diesel locomotives.

At the same time, the introduction of electric traction requires large investments (construction of a contact network, power lines, traction substations). However, they quickly pay for themselves on railways with high traffic intensity. Therefore, in our country, electric traction has found wide application on the most heavily loaded and heavy lines, as well as in suburban passenger traffic.

5 Efficiencies of various types of locomotives

Locomotive (French locomotive, from Latin (Latin) loco moveo - I move), a traction vehicle related to rolling stock and designed to move along the rail tracks of trains or individual wagons. Initially, only steam locomotives were called L., later this concept was extended to all types of railway traction vehicles.

Depending on the type of primary source of energy, modern L. are divided into thermal and electric. Thermal locomotives—steam locomotives, steam turbine locomotives, diesel locomotives, motor locomotives, and gas turbine locomotives—are autonomous and have their own power plants for generating energy. On a steam locomotive - this is a steam engine, on a steam turbine locomotive - a steam turbine, on a diesel locomotive and motor locomotive - an internal combustion engine, on a gas turbine locomotive - a gas turbine. Electric locomotives include contact and battery electric locomotives. Contact electric locomotives do not have their own energy sources and receive it through an electrical contact network. Battery electric locomotives have rechargeable batteries that are periodically charged from constant current sources. In addition to the main types of locomotives, there are various combined locomotives: diesel-electric locomotives, heat steam locomotives, contact-battery electric locomotives, and others, which are not widely used. The functions of L. are also performed by motor cars that are part of diesel trains, turbo trains and electric trains, as well as auto and motor railcars. Unlike L., motor cars and handcars have places for passengers and luggage.

According to the type of work performed, L. are divided into main and industrial. Trunk L., operated on the railway. (railway) of general use, in turn, are divided into freight, passenger - for train traction, and shunting - for work at stations. Industrial L. are used for transportation on intra-factory routes, in mines, mines, etc. (see Industrial transport). L. are produced for wide and narrow rail gauges. All types of L. are characterized by rated power, traction, speed, and efficiency (efficiency); electric locomotives, in addition, - by the type of current and voltage, diesel locomotives and gas turbine locomotives - by the type of transmission. The first steam locomotives were built in the early 19th century. in Great Britain (1803, 1814), later, in 1834, in Russia. For almost the entire 19th century. this type of L. was the only traction means. (railroad) The increase in the weight of trains, the increasing speeds of movement necessitated an increase in the power and tractive effort of the locomotive, which led to an improvement in the design of the locomotive, an increase in its efficiency (efficiency). The last type of mainline freight steam locomotive has a power of about 1800 kW (2400 hp), a design speed of up to 80 km/h, and a passenger steam locomotive developed a power of up to 1900 kW and a speed of up to 125 km/h. The most advanced steam locomotives had an efficiency (efficiency) of up to 9%, an average operating efficiency (efficiency) of about 4%. At the beginning of the 20th century steam locomotives began to be replaced by new, more economical locomotives, which have a greater unit power and a higher efficiency (efficiency factor), - diesel locomotives and electric locomotives. The idea of ​​creating an L. with an internal combustion engine arose as early as the end of the 19th century. in Russia. However, the world's first mainline diesel locomotive with a capacity of 750 kW (1000 hp) with electric transmission was built only in 1924 (USSR). Later, hydraulic transmission was used to regulate traction and speed on diesel locomotives. The power of domestic two-section freight diesel locomotives in a section is 2200 kW (3000 hp), the design speed is 100 km/h, passenger diesel locomotives reach speeds of up to 160 km/h. The maximum efficiency (efficiency factor) of modern diesel locomotives is 29-32%, the average operating efficiency is 20-21%. In 1876, experiments were carried out in Russia on the use of electric traction on the railway. In 1895, the first direct current electric locomotive was built in the USA, which received energy through a contact network. In the USSR, electric traction was first used in 1926 on a suburban line, domestic electric locomotives began to operate in 1933. They had 6 traction motors with a capacity of 340 kW each and developed a speed of up to 90 km / h. Electric locomotives have high power, do not require refueling, and provide a speed of up to 110 km/h. To service passenger (passenger) trains, AC and DC electric locomotives are built with a design speed of up to 180 km / h. The intrinsic efficiency (efficiency) of an electric locomotive reaches 88-90%, and the overall efficiency (efficiency) of electric traction (taking into account the efficiency (efficiency) of the traction network, power lines, thermal power plant (thermal power plant) or hydroelectric power plant) - 22-24%. The gas turbine locomotive has even greater power - up to 6300 kW (8500 hp). However, due to the complexity of manufacturing, low efficiency (efficiency) (12-18%), this L. is produced in single samples in the USSR and in small series abroad.

The locomotive fleet of all industrialized countries is based on diesel locomotives and electric locomotives. The remaining types of L. due to low power, low efficiency (efficiency), the complexity of the design are not widely used and are used mainly when it is necessary to ensure the safety of work, to work on small sites (for example, in quarries) and in t .p. cases.

The further development of locomotive building is associated with an increase in the unit power of the locomotive and in the speed of movement. From the end of the 60s. abroad and in the USSR, AC electric locomotives with a capacity of 8,000 kW (10,700 hp), diesel locomotives with a section capacity of up to 4,500 kW (6,000 hp), and turbo trains with an aviation gas turbine capable of reaching speeds of more than 200 km / h, L. with a jet and turboprop engine are tested. Achieving even higher speeds is associated with the creation of magnetic or air cushion aircraft with asynchronous linear motors, which makes it possible to reach speeds of up to 500 km/h. Projects L. with power plants operating on fuel cells and using nuclear reactors. See also Motor-carriage rolling stock. The use of two current systems for the electrification of railways - alternating 25 kV and direct 3000 V - inevitably led to the creation of docking points for these systems. To organize the movement of trains through the docking point, docking stations are usually equipped with switches that allow one or more a different type of current This method of docking somewhat increases the cost of electrification and requires a mandatory change of an electric locomotive operate both on 25 kV alternating current and 3000 V direct current and pass power sections without stopping. ka. The power section of the two current systems when using dual-powered electric locomotives is usually done near the station, and the station itself is not equipped with switches. In 1977-1979, the Novocherkassk Electric Locomotive Plant, according to the VELNII project, produced a batch of VL82M eight-axle dual-fed freight electric locomotives (Fig. 25). locomotives were built in 1973-1974

The bodies of VL82M electric locomotives differ slightly from the bodies of VL80T electric locomotives, which is due to the use of other electrical equipment and a change in its location. An increase in the size of the central from 604 mm for VL80T electric locomotives to 632 mm for VL82M electric locomotives while maintaining the design of the driven gears caused an increase in the number of gear teeth from 21 to 26 and , therefore, the change in the gear ratio of the gearboxes, which became 88 26 = 3.38. Otherwise, the bogies of VL82M electric locomotives are the same as those of VL80T electric locomotives. From the point of view of the electrical circuit, the VL82M electric locomotive is a conventional DC electric locomotive, on which transformer rectifier devices for supplying power circuits with direct current when operating in sections electrified on alternating current. An ODCE-4000/25A transformer with a typical power of 3884 kVA is installed on each section of the electric locomotive. The transformer has three windings, primary (25 kV), traction (3800 V) and own well railway (240 and 338 V), transformer weight 5720 kg. The traction motors are fed from the traction winding through the VUK-6700M rectifier unit. The unit has 288 VL230-10 silicon valves. Each arm of the bridge has 6 parallel circuits, each circuit has 12 valves connected in series. The rated rectifier current of the installation is 1870 A.

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Steam locomotives, which are primitive against the background of other technologies, are still used in some countries. They are autonomous locomotives using a steam engine as an engine. The very first such locomotives appeared in the 19th century and played key role in the development of the economy of a number of countries.

The device of the steam locomotive was constantly improved, as a result of which new designs appeared that were very different from the classical one. So there were models with gears, turbines, without a tender.

The principle of operation and the device of the steam locomotive

Despite the fact that there are different modifications of the designs of this transport, they all have three main parts:

• steam engine;
• boiler;
• crew.

Steam is produced in a steam boiler - it is this unit that is the primary source of energy, and steam is the main working fluid. In a steam engine, it is converted into a reciprocating mechanical movement of the piston, which, in turn, is transformed into rotational movement with the help of a crank mechanism. Due to this, the wheels of the locomotive rotate. Steam also drives a steam-air pump, a steam turbine generator and is used in a whistle.

The crew of the machine consists of a running gear and a frame and is a mobile base. These three elements are the main ones in the design of a steam locomotive. Also, a tender can be attached to the car - a wagon that serves as a storage of coal (fuel) and water.

steam boiler

When considering the device and principle of operation of a steam locomotive, you need to start with a boiler, since this is the primary source of energy and the main component of this machine. Certain requirements are imposed on this element: reliability and safety. The steam pressure in the installation can reach 20 atmospheres or more, which makes it practically explosive. Malfunction of any element of the system can lead to an explosion, which will deprive the machine of a source of energy.

Also, this element should be easy to manage, repair, maintain, be flexible, that is, be able to work with different fuels (more or less powerful).

Firebox

The main element of the boiler is a furnace where solid fuel is burned, which is supplied by means of a coal feeder. If the machine runs on liquid fuel, then it is supplied through nozzles. The high-temperature gases released as a result of combustion transfer heat through the walls of the firebox to water. Then the gases, giving most heat for water evaporation and heating of saturated steam are released into the atmosphere through chimney and spark arrester.

The steam formed in the boiler is accumulated in the hood-dry steamer (in the upper part). When the steam pressure exceeds 105 Pa, a special safety valve releases it, releasing the excess into the atmosphere.

Hot steam under pressure is supplied through pipes to the cylinders of the steam engine, where it presses on the piston and crank mechanism, causing the drive axle to rotate. The exhaust steam enters the chimney, creating a vacuum in the smoke box, which increases the air flow into the boiler furnace.

Scheme of work

That is, if you describe the principle of operation in a generalized way, everything seems extremely simple. What the scheme of the steam locomotive device looks like can also be seen in the photo posted in the article.

The steam boiler burns fuel to heat water. Water is converted to steam, and as it heats up, the steam pressure in the system increases. When it reaches a high value, it is fed into the cylinder where the pistons are located.

Due to the pressure on the pistons, the axle is rotated, and the wheels are set in motion. Excess steam is released into the atmosphere through a special safety valve. By the way, the role of the latter is extremely important, because without him the boiler would have been torn apart from the inside. This is what the steam locomotive boiler looks like.

Advantages

Like other types, they have certain advantages and disadvantages. The pros are as follows:

1. Simplicity of design. Due to the simple structure of the steam engine of a steam locomotive and its boiler, it was not difficult to establish production at machine-building and metallurgical plants.
2. Reliability at work. The mentioned simplicity of design ensures high reliability of the entire system. There is practically nothing to break, which is why steam locomotives work for 100 years or more.
3. Powerful traction when starting off.
4. Usability different types fuel.

Previously, there was such a thing as "omnivorous". It was applied to steam locomotives and determined the possibility of using wood, peat, coal, fuel oil as fuel for this machine. Sometimes locomotives were heated with production waste: various sawdust, grain husks, wood chips, defective grain, used lubricants.

Of course, the traction capabilities of the machine were reduced, but in any case, this made it possible to save substantial funds, since classic coal is more expensive.

disadvantages

Not without drawbacks either:

1. Low efficiency. Even on the most advanced steam locomotives, the efficiency was 5-9%. This is logical, given the low efficiency of the steam engine itself (about 20%). Inefficiency of fuel combustion, large heat losses during the transfer of steam heat from the boiler to the cylinders.
2. The need for huge reserves of fuel and water. This problem became especially relevant when operating machines in arid areas (in deserts, for example), where it is difficult to get water. Of course, steam locomotives with exhaust steam condensation were invented a little later, but this did not completely solve the problem, but only simplified it.
3. Fire hazard due to open fire of burning fuel. This disadvantage is not present on fireless steam locomotives, but their range is limited.
4. Smoke and soot emitted into the atmosphere. This problem becomes serious when steam locomotives move within the boundaries of settlements.
5. Difficult conditions for the crew that serves the car.
6. The complexity of the repair. If something breaks down in a steam boiler, then repairs are carried out for a long time and require investment.

Despite the shortcomings, steam locomotives were very much appreciated, since their use significantly raised the level of industry in different countries. Of course, today the use of such machines is not relevant, due to the presence of more modern internal combustion engines and electric motors. Nevertheless, it was steam locomotives that laid the foundation for the creation of railway transport.

Finally

Now you know the structure of the locomotive engine, its features, the pros and cons of operation. By the way, today these machines are still used on the railway lines of underdeveloped countries (for example, in Cuba). Until 1996, they were also used in India. In European countries, the USA, Russia, this type of transport exists only in the form of monuments and museum exhibits.

I have been looking for this article for a long time (in my childhood, unfortunately, I destroyed a small archive of "Techniques of Youth"). The writing style, of course, is in the best traditions of Soviet technocratic romanticism :-), and the author is an ardent supporter of steam traction, but the idea is still interesting.

THE ENGINE OF THE XXI CENTURY?

“Oh, what a wonderful picture, when a steam locomotive rushes along the rails!” Now few people remember this song, and the “wonderful picture” itself.But it was! Shrouded in clouds of smoke, shouting solidly at the crossings, steam locomotives carried heavy trains along the highways.

In their heyday, steam locomotives, not without reason, were considered masterpieces of advanced engineering. However, having gone through more than a century of development, they gave way to locomotives with electric traction and diesel locomotives. 30 years ago, the production of steam engines was discontinued, and soon they disappeared just like dinosaurs or mammoths. Only individual museum specimens testify to the former greatness of steam traction.

Why were they bad?

Criticizing any machine, they usually emphasize that it has efficiency, like a steam locomotive. What was he like? In the monograph "Steam Locomotives" (1949), edited by Academician S.P. Syromyatnikov, a value of 8.2% is given, achieved in an experimental locomotive of the Kolomna Locomotive Plant.

For serial steam locomotives, the efficiency did not exceed 7.8%.This means that less than a tenth of the energy of the burnt coal went to useful work, the rest, literally and figuratively, flies out into the chimney. Enough of the locomotive and the shortcomings associated with the operation. Let us recall at least the most difficult procedure for removing scale from the boiler. Anyone who has struggled with cleaning his kettle by hand will understand what it was worth. And yet interest in these dinosaurs of technical evolution has awakened again.

What previously unknown advantages were discovered by experts? Maybe we really will soon see locomotives rushing along the rails? Let's try to figure it out.

Dignity turned into what was previously considered a disadvantage - heating with coal. The steam locomotive was remembered at the Kharkov Polytechnic just because it runs on coal. In the unique Kansk-Achinsk basin, the cheapest, open way You can extract a lot of this fuel, but it has a rather low calorific value, and its further transportation to the place of consumption is unprofitable.It is here that, perhaps, the use of steam locomotives will be appropriate. By consuming local low-grade coal, they can increase the efficiency of trans-Siberian transportation. In the furnace of a steam locomotive, such coals also burn perfectly. Moreover, when burning coal dust the completeness of fuel combustion increases to almost 95%. This alone can significantly reduce the heat loss of the boiler. Over the years, this method has been improved for power plants. Its use is quite possible on a steam locomotive.

So, in the pulverized coal furnace, the energy of the fuel almost completely turned into heat. Now it needs to be "pumped" into steam. How to do it most efficiently? And again, there is no need to invent anything, since water-tube boilers work perfectly at the same power plants. Their design is designed for high pressure - this is also a contribution to increasing the overall efficiency of the steam locomotive. Steam overheating, water and air heating increase the efficiency by about a third.The steam engine itself also has reserves. You can increase the period between cleaning the boiler from scale by magnetic water treatment.

As you can see, the updated locomotive has reserves. It was they who were used by employees and students of the Kharkov Polytechnic Institute, developing new steam locomotives. The projects have convincingly proved that it is possible to create steam locomotives with an efficiency factor twice or even three times greater than in the past.

There is no doubt that state of the art industry allows you to create almost any locomotive, for example, according to one of the KhPI projects. But from an experimental machine to its mass production, the path is not fast and not close. And most importantly, he must be justified.

Now it's up to the economy. A steam locomotive is certainly not an alternative to other types of locomotives. But who knows, maybe he will find a job on the railways of the 21st century.

WHAT CAN HE BE?

Three-section steam locomotive designed in KhPI.It has 4 four-axle carriages, and on the extreme sections there is also a two-axle trolley.Therefore, the axial formula looks rather intricate: 2-4-0 + (0-4-0 + 0-4-0) + 0-4-2 (in brackets, the part of the formula related to the middle section). Its symmetry illustrates the same suitability of the locomotive for forward and reverse movement.

There are 60 tons of specially prepared coal dust in the tender bunker. Through 12 shutters, each of which has an individual drive, it enters the screw conveyor. To prevent coal from freezing and not freezing to the walls, heating radiators are located along the entire outer surface of the bunker. In cold weather, the fan will pump exhaust hot gas there. To manage the fuel supply - the choice of the degree and duration of the opening of the bunker doors, the selection of the speed of rotation of the auger - will, of course, be automatic. Fuel is sprayed through the nozzles in the flare chamber. Air for this pumps a centrifugal fan. It drives the flow through special boxes that go around the steam boiler. Heated air at a pressure of 0.3 atm blows coal. Burning at a temperature of about 1500 ° C, the mixture gives off heat to the tubes of the water-tube boiler, then to the superheater, and finally to the water heater. The gases cooled down to 200 ° C, having previously been cleaned of ash, are emitted through the chimney into the atmosphere.For purification, water is injected into the gas stream. Water also wash off the retained ash, which accumulates in the slag bin. According to preliminary estimates, it is possible to catch up to 95% of dusty slags, which formed traditional smoke. The so-called wet slag removal ensures the longevity of the firebox. But most importantly, it makes the steam locomotive environmentally cleaner.

In the boiler, the water, heated up, rises through the tubes, turns into steam. Under a pressure of 32 atm, it is supplied to steam engines through 16 sets of electrically controlled valves.When the driver opens the regulator, he sends steam to either 1 or 2, 3, ... and finally all 8 cylinder blocks. Thus, the locomotive has 8 levels of traction control. The so-called crumpled steam from the machine goes to the upper part of the steam condenser, where it is forcibly cooled with atmospheric air. From the water collector, regenerated water is pumped through the heater into the lower part of the boiler.

The locomotive is supplied with electricity by 2 DC generators, one is powered by a steam turbine, the other is only powered by a runner car of the steam condenser section during movement. According to calculations, the power of his machines is 8000 liters. with., and the efficiency can be increased to 20-21%.In addition, due to the large coupling weight, the locomotive develops a thrust of 65,000 kg.

WHAT IS GOING ON ABROAD?

PARAMETERS OF LOCOMOTIVES WITH COAL HEATING

Steam locomotives are also designed by American specialists. They were prompted by the fuel crisis of the 70s. The locomotive is currently being tested ACE 3000. It is equipped with a fire tube boiler, superheater, water and air heaters. The pressure of the boiler steam reaches 17 atm, and the temperature of the superheated steam is 430 ° C.According to these indicators, the steam engine differs little from its predecessors thirty years ago. And yet, in tests, its efficiency was about 18%.

The most interesting novelty of the locomotive is the firebox, created by the Argentinean D. Porta. The combustion process in it proceeds in two stages. First, there is an incomplete combustion of coal, which produces a combustible gas with sufficient high temperature. This part of the firebox, according to the principle of operation, resembles a gas generator. The heat released during incomplete combustion of coal heats the boiler. The combustible gas is then purified by passing through atomized water and mixed with air. The working mixture burns in the gas channels of the fire tube boiler. A small steam turbine sucks out the products of combustion, drives them through a multi-link separator (cyclone), cleaning them from ash residues. So instead of a black cloud, only a light haze curls over the locomotive.

The closed water and steam circulation system allows the locomotive to operate without flushing the boiler for a whole year.Recall that the old steam locomotives required this rather complicated operation every 40-60 days.

in ACE 3000 is also a novelty in the spirit of the times - this is an on-board computer. A locomotive computer in its tasks is akin to an autopilot on an airplane. She, too, can control the locomotive, though only after the train has accelerated. The computer controls the process of fuel combustion, monitors the adhesion of wheels to rails, and performs other functions, not only on the locomotive itself, but also, for example, on diesel locomotives operating together with ACE 3000 double thrust.Naturally, diesel locomotives in this case should be equipped with similar computers.

It is interesting that, while examining about 30 prime movers and their modifications for locomotives, American experts ranked them depending on the cost of annual operation. The steam engine in this list was the third, somewhat inferior in profitability gas turbine and engineStirling. Diesel, by the way, was only 14th. True, this classification is very dependent on the price of oil, which fluctuates greatly, but is still indicative.

Experts believe that while the locomotive requires a deeper study. Only the train operation of a prototype, and preferably several cars, in real conditions on one of the largest railways will reveal all the positive and negative properties of a new generation steam engine.

Oleg KURIKHIN, candidate of technical sciences

Journal "Technique of Youth", 01-1987 (spelling and syntax preserved)

Locomotive- independently (autonomously) moving along the rail track locomotive, having a steam power plant.

The power circuit of the steam power plant of a steam locomotive includes a steam boiler - a heat generator (steam generator) and a reciprocating steam engine as a heat engine, which, using a crank mechanism, drives the drive wheels (wheel sets) into rotation. In a steam boiler, three successive stages of energy conversion take place: in the furnace of a steam boiler, the process of burning fuel and converting its internal chemical energy into thermal energy, the carrier of which are combustion products - flue gases; in the steam boiler itself, the process of heat exchange between the combustion products of fuel and water is carried out 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 combustion products of the fuel).

The supply of the steam boiler with water from the water tank of the steam locomotive located on the tender is carried out by an injection water pump due to the use of some part of the compressed steam energy for the locomotive's own needs.

History reference

Creation idea vehicle, independently moving along rail tracks, belongs to the English inventor R. Trevithick, who in 1803 put a wagon driven by steam obtained from a steam boiler placed on it, put it on rails.

The design of the first steam locomotive predetermined the form and direction of development of future locomotives, in which for many decades a horizontally located boiler was used to generate steam. high pressure, release of steam to increase draft in the chimney, etc.

However, due to the large dead weight (about 6 tons), the locomotive destroyed the cast-iron rails. The second steam locomotive did not stand the test either, but the prerequisites for improving the locomotive were created and developed in the works of other inventors.

Steam locomotive J. Stephenson "Rocket" (Great Britain, 1829)

In the 1810s and 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” steam locomotive, pushing off the path with levers; in 1813, engineer W. Hadley installed a twin steam engine on a cart (the engine is known as "Puffing Billy"). In 1814, the Blucher steam locomotive, which did not differ in original design, was built by J. Stephenson. In the device of the second steam locomotive, "Experiment", the inventor made a number of improvements: he used a two-cylinder steam engine, twin wheels with external connecting drawbars, used steam removal through a chimney to increase traction through a special device - a cone, which later became an indispensable part of any steam locomotive.

In 1819, five steam locomotives were built to operate 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", number 1, ran a train along the road on the day of its opening. However, despite the use of cone traction and other improvements, the locomotive could not develop 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-pipe boiler. In 25 pipes, not water circulated, as in previous models, but hot gases, that is, for the first time a fire-tube boiler was used. This innovation allowed the steam locomotive to increase its speed considerably. In a one-of-a-kind competition known as the Battle of the Engines at Rainhill, hosted by the railway Liverpool - Manchester October 1, 1829, he showed a record average speed of 22 km / h for that time.

Cherepanovs steam locomotive (Russia, 1834)

After improving the cone, the speed of locomotives was increased to 38 km / h. This victory proved the feasibility of using steam traction on railways. railway transport and led to its further development. The first steam locomotive in Russia was built in 1834 by M.E. Cherepanov (1803-1849) under the direction and with the participation of his father E.A. Cherepanov (1774-1842) at the Vyisky plant. The car was called "land steamer", "steamer", "steam cart". The word "locomotive" first appeared in the St. Petersburg newspaper "Northern Bee" in 1836. In the future, the terms "locomotive" and "locomotive" became synonymous.

The locomotive was tested on an experimental section of a cast-iron road 853.5 m long, specially laid from the Vyisky plant. The locomotive was able to carry a train of 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 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 steam locomotive. However, Cherepanov and mining engineer F.I. Shvetsov, who in the early 1830s proposed laying railroad tracks at the plant, failed to convince the plant administration of the advantages of steam traction, and the first Russian steam locomotives practical application not found.

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, monumental steam locomotives are preserved, and retro steam-powered trains are popular. Part of the locomotive fleet is in reserve; if necessary, the performance of the locomotives can be restored.

Gallery

Industrial tank 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 steam locomotives were built at the Nevsky, Murom and Sormovsky plants. 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 a speed of up to sixteen kilometers per hour. The 1:2 scale model was also made by the Cherepanovs in 1839. Exhibit CMZhT



Steam locomotive with Brenton's "legs", 1813. This locomotive had one horizontal cylinder, the piston rod of which was connected to the "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 advance by the length of the piston stroke. Thus, a speed of about five kilometers per hour was achieved. Exhibit CMZhT